JP2014065383A - Vehicular running gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular running gear capable of efficiently running a vehicle with an engine over a wide vehicle velocity domain by including two or more output paths of the engine.SOLUTION: A vehicular running gear 10 includes an engine ENG, motor MOT, generator GEN, and planet gear mechanism 50. A sun gear 52 is connected to an output shaft 23 via a first transmission path R1, a carrier 55 is connected to the engine ENG, and a ring gear 51 is connected to the output shaft 23 via a second transmission path R2. The motor MOT is disposed in the first transmission path R1, and the generator GEN is interposed between the motor MOT and the sun gear 52. The generator GEN and sun gear 52 are interconnected via a first clutch C1 so that they can be disconnected from each other. The generator GEN and the motor MOT are interconnected via a second clutch C2 so that they can be disconnected from each other. A brake B1 is disposed upstream from the second clutch C2.

Description

  The present invention relates to a vehicle drive device, and more particularly to a vehicle drive device including an engine and two electric motors.

  Conventionally, a vehicular drive device including an engine and two electric motors is known (see, for example, Patent Documents 1 and 2). In the vehicle drive device described in Patent Document 1, a first electric motor and a second electric motor are connected to a drive shaft through a tristate overrun clutch so as to be able to transmit power, and on a transmission path between the engine and the first electric motor. Is provided with a clutch. The tristate overrun clutch takes three states, an overrun state, an engaged state, and a disengaged state. In the engaged state, both the first motor and the second motor operate, and the disengaged state. Describes that it operates independently.

  Further, as shown in FIG. 32, the hybrid vehicle drive device 100 described in Patent Document 2 is connected to the engine shaft 101 via the engine shaft 101 and the generator drive gear 102 and to the generator 103. A peripheral shaft 104, a motor outer peripheral shaft 106 to which a motor 105 is connected, and an idler shaft 108 connected to the motor outer peripheral shaft 106 through a motor driving force transmission gear 107 are provided. A clutch CL is disposed on a power transmission path between the engine shaft 101 and the idler shaft 108. Then, the clutch CL is connected, and the engine shaft 101 and the idler shaft 108 are connected via the engine driving force transmission gear 109 to perform engine running. Further, the EV is driven by the motor 105 with the clutch CL disconnected, or the engine 110 is driven to generate electric power by the generator 103, and this electric power is supplied to the motor 105 to perform the series driving that runs by the motor 105. Thus, it is described that efficiency regions of the engine 110 and the generator 103 are matched to improve the power generation efficiency, and the size is reduced to improve the mountability.

International Publication No. 2009/003388 International Publication No. 2009/128288

  However, since the vehicle drive device described in Patent Document 1 is mainly configured to output an electric motor by an electric path without outputting from the engine to the drive shaft, the output path from the engine to the drive shaft is 1 If it is only equipped with a system and it is going to be installed in a hybrid vehicle or range extender, the reduction ratio must be limited to either the higher or lower, and the output from the engine to the drive shaft is inefficient There was a problem. Further, since the tristate overrun clutch requires a complicated actuator constituting the switching mechanism, there is a problem that it is difficult to reduce the size and the cost is increased. In addition, this actuator has a problem that power consumption is deteriorated because constant power supply is required.

  Further, the hybrid vehicle drive device 100 described in Patent Document 2 has only one output path from the engine 110 to the idler shaft 108, and the engine traveling is only one-stage traveling with a fixed reduction ratio. There was a problem similar to 1.

  The present invention has been made in view of the above-described problems, and an object thereof is to provide a vehicle drive device that can efficiently run an engine in a wide vehicle speed range by providing two or more output routes by an engine. It is in.

In order to achieve the above object, the invention according to claim 1
An engine (for example, an engine ENG in an embodiment described later);
A first electric motor (for example, a motor MOT in an embodiment described later);
A second electric motor (for example, a generator GEN in an embodiment described later);
A planetary gear mechanism having first to third rotating elements (for example, planetary gear mechanism 50 in an embodiment described later),
The first rotating element (for example, the sun gear 52 in the embodiment described later) is connected to the output shaft (for example, in the embodiment described later) via the first transmission path (for example, the first transmission path R1 in the embodiment described later). Connected to the output shaft 23),
The second rotating element (for example, a carrier 55 in an embodiment described later) is connected to the engine,
The third rotating element (for example, a ring gear 51 in an embodiment described later) is connected to the output shaft via a second transmission path (for example, a second transmission path R2 in an embodiment described later),
In the first transmission path, the first electric motor is provided, and further, the second electric motor is provided between the first electric motor and the first rotating element, and the second electric motor and the The first rotating element is connected to be connectable / disconnectable via first connecting / disconnecting means (for example, a first clutch C1 in an embodiment described later), and the second electric motor and the first electric motor are connected to the second connecting / disconnecting means. (For example, a second clutch C2 in an embodiment described later) is connected so as to be able to be connected and disconnected, and a braking means (for example, a brake B1 in an embodiment described later) is provided upstream of the second connecting / disconnecting device. It is characterized by being.

In addition to the configuration of claim 1, the invention according to claim 2
The first transmission path has a reduction ratio larger than that of the second transmission path.

In addition to the configuration of claim 1 or 2, the invention according to claim 3
The engine and the second rotating element are connected via a one-way clutch (for example, a one-way clutch OWC in an embodiment described later).

In addition to the structure of any one of Claims 1-3, the invention which concerns on Claim 4
The second rotating element is located downstream of the first connecting / disconnecting means and upstream of the second electric motor via a third transmission path (for example, a third transmission path R3 in an embodiment described later). Connected to the first transmission path;
The third transmission path is provided with third connecting / disconnecting means (for example, a third clutch C3 in an embodiment described later).

In addition to the structure of any one of Claims 1-3, the invention which concerns on Claim 5 is
With the first connecting / disconnecting means fastened, the second connecting / disconnecting means and the braking means being opened, the engine is operated, the second motor is regeneratively driven, and the first motor is driven by powering. It is characterized by.

In addition to the structure of any one of Claims 1-3, the invention which concerns on Claim 6 is
The first electric motor is driven by power running with all of the first connecting / disconnecting means, the second connecting / disconnecting means and the braking means being opened.

In addition to the structure of any one of Claims 1-3, the invention which concerns on Claim 7 is
The first electric motor and the second electric motor are driven by powering in a state where the second connecting / disconnecting means is fastened and the first connecting / disconnecting means and the braking means are opened.

In addition to the structure of any one of Claims 1-3, the invention which concerns on Claim 8 is
The engine is operated in a state where the first connecting / disconnecting means and the second connecting / disconnecting means are fastened and the braking means is opened.

In addition to the structure of any one of Claims 1-3, the invention which concerns on Claim 9 is
The engine is operated with the braking means fastened and one of the first connecting / disconnecting means and the second connecting / disconnecting means being open or both open.

The invention according to claim 10 includes, in addition to the structure of claim 6,
The engine is started by fastening the braking means during EV traveling.

In addition to the structure of Claim 6, the invention according to Claim 11
During EV traveling, only the first connecting / disconnecting means is fastened, or the first connecting / disconnecting means and the second connecting / disconnecting means are fastened, and the second motor is driven by powering. It is characterized by starting.

The invention according to claim 12 includes, in addition to the configuration of claim 7,
The engine is started by further fastening the braking means during EV traveling.

The invention according to claim 13 includes, in addition to the structure of claim 7,
The engine is started by further fastening the first connecting / disconnecting means during EV traveling.

In addition to the structure of any one of Claims 1-3, the invention which concerns on Claim 14 is
While the vehicle is stopped, the first connecting / disconnecting means is fastened to power-drive the second motor, and the engine is started by power-running the first motor so that the output shaft does not rotate. To do.

In addition to the structure of Claim 4, the invention according to Claim 15
With the third connecting / disconnecting means fastened and the first connecting / disconnecting means, the second connecting / disconnecting means, and the braking means opened, the engine is operated, the second electric motor is regeneratively driven, One electric motor is driven by powering.

In addition to the structure of Claim 4, the invention according to Claim 16
With the first connecting / disconnecting means fastened and the second connecting / disconnecting means, the third connecting / disconnecting means, and the braking means opened, the engine is operated, the second electric motor is regeneratively driven, One electric motor is driven by powering.

The invention according to claim 17 includes, in addition to the structure of claim 4,
The engine is operated in a state in which the second connecting / disconnecting means and the third connecting / disconnecting means are fastened and the first connecting / disconnecting means and the braking means are opened.

The invention according to claim 18 has the structure of claim 4,
The engine is operated in a state where the first connecting / disconnecting means and the second connecting / disconnecting means are fastened and the third connecting / disconnecting means and the braking means are opened.

The invention according to claim 19 includes, in addition to the structure of claim 4,
The engine is operated in a state where the first connecting / disconnecting means and the third connecting / disconnecting means are fastened and the second connecting / disconnecting means and the braking means are opened.

In addition to the structure of Claim 4, the invention according to Claim 20
The engine travels by operating the engine in a state where the first connecting / disconnecting means and the braking means are fastened and the second connecting / disconnecting means and the third connecting / disconnecting means are opened. .

In addition to the structure of Claim 4, the invention according to Claim 21 is
The first electric motor is driven by powering in a state where the first connecting / disconnecting means, the second connecting / disconnecting means, the third connecting / disconnecting means, and the braking means are all opened.

The invention according to claim 22 includes, in addition to the structure of claim 4,
The first electric motor and the second electric motor are power running driven in a state where the second connecting / disconnecting means is fastened and the first connecting / disconnecting means, the third connecting / disconnecting means and the braking means are opened. And

The invention according to claim 23 has the configuration of claim 1 or 2,
The engine and the second rotating element are connected via a one-way clutch (for example, a one-way clutch OWC in an embodiment described later),
The second rotating element is located downstream of the first connecting / disconnecting means and upstream of the second electric motor via a third transmission path (for example, a third transmission path R3 in an embodiment described later). Connected to the first transmission path;
The third transmission path is provided with third connecting / disconnecting means (for example, a third clutch C3 in an embodiment described later),
The second electric motor is driven by powering in a state where the first connecting / disconnecting means is fastened and the second connecting / disconnecting means, the third connecting / disconnecting means, and the braking means are opened.

The invention according to claim 24 has the configuration of claim 1 or 2,
The engine and the second rotating element are connected via a one-way clutch (for example, a one-way clutch OWC in an embodiment described later),
The second rotating element is located downstream of the first connecting / disconnecting means and upstream of the second electric motor via a third transmission path (for example, a third transmission path R3 in an embodiment described later). Connected to the first transmission path;
The third transmission path is provided with third connecting / disconnecting means (for example, a third clutch C3 in an embodiment described later),
The first electric motor and the second electric motor are driven by power running in a state where the first connecting / disconnecting means is fastened and the second connecting / disconnecting means, the third connecting / disconnecting means and the braking means are opened. To do.

The invention according to claim 25 is
An engine (for example, an engine ENG in an embodiment described later);
A first electric motor (for example, a motor MOT in an embodiment described later);
A second electric motor (for example, a generator GEN in an embodiment described later);
A planetary gear mechanism having first to third rotating elements (for example, planetary gear mechanism 50 in an embodiment described later),
The first rotating element (for example, the sun gear 52 in the embodiment described later) is connected to the output shaft (for example, in the embodiment described later) via the first transmission path (for example, the first transmission path R1 in the embodiment described later). Connected to the output shaft 23),
The second rotating element (for example, a carrier 55 in an embodiment described later) is connected to the engine,
The third rotating element (for example, a ring gear 51 in an embodiment described later) is connected to the output shaft via a second transmission path (for example, a second transmission path R2 in an embodiment described later),
In the second transmission path, first connection / disconnection means (for example, a first clutch C1 in an embodiment described later) is provided,
In the first transmission path, the first electric motor is provided, and further, the second electric motor is provided between the first electric motor and the first rotating element, and the second electric motor and the The first electric motor is connected to the first electric motor via a second connecting / disconnecting means (for example, a second clutch C2 in an embodiment described later) so that the first electric motor can be connected / disconnected, and a braking means (for example, an after-mentioned one) is arranged upstream of the second connecting / disconnecting means. A brake B1) in the embodiment is provided.

The invention according to claim 26 provides
The second rotating element is connected to the first transmission path on the upstream side of the second motor via a third transmission path (for example, a third transmission path R3 in an embodiment described later),
The third transmission path is provided with third connecting / disconnecting means (for example, a third clutch C3 in an embodiment described later).

The invention according to claim 27 provides
An engine (for example, an engine ENG in an embodiment described later);
A first electric motor (for example, a motor MOT in an embodiment described later);
A second electric motor (for example, a generator GEN in an embodiment described later);
A planetary gear mechanism having first to third rotating elements (for example, planetary gear mechanism 50 in an embodiment described later),
The first rotating element (for example, a sun gear 52 in the embodiment described later) is connected to an output shaft (for example, an output shaft in the embodiment described later) via a first transmission path (for example, a first transmission path R1 in the embodiment described later). 23),
The second rotating element (for example, a carrier 55 in an embodiment described later) is connected to the engine,
The third rotating element (for example, a ring gear 51 in an embodiment described later) is connected to the output shaft via a second transmission path (for example, a second transmission path R2 in an embodiment described later),
In the first transmission path, the first electric motor is provided, and further, the second electric motor is provided between the first electric motor and the first rotating element, and the second electric motor and the The first rotating element is connected to be connectable / disconnectable via first connecting / disconnecting means (for example, a first clutch C1 in an embodiment described later), and the second electric motor and the first electric motor are connected to the second connecting / disconnecting means. (For example, the second clutch C2 in the embodiment described later) is connected so as to be able to be connected and disconnected,
The second rotating element is located downstream of the first connecting / disconnecting means and upstream of the second electric motor via a third transmission path (for example, a third transmission path R3 in an embodiment described later). Connected to the first transmission path,
The third transmission path is provided with third connecting / disconnecting means (for example, a third clutch C3 in an embodiment described later).

In addition to the structure of any of claims 25 to 27, the invention according to claim 28 provides
The first transmission path has a reduction ratio larger than that of the second transmission path.

In addition to the structure of any one of claims 25 to 28, the invention according to claim 29 provides
The engine and the second rotating element are connected via a one-way clutch (for example, a one-way clutch OWC in an embodiment described later).

In addition to the structure of any one of Claims 1-4, 25-29, the invention which concerns on Claim 30 is
Based on both the load and the temperature of the first motor, the first EV travel using only the first motor as a drive source and the second EV travel using both the first motor and the second motor as drive sources. It is characterized by selecting.

The invention according to claim 31 includes, in addition to the structure of claim 30,
When the temperature of the first electric motor is equal to or higher than a predetermined temperature, the second EV traveling is selected regardless of the load.

In addition to the structure of Claim 30 or 31, the invention according to Claim 32
In the second EV traveling, an output sharing ratio between the first motor and the second motor is adjusted according to a temperature difference between the first motor and the second motor.

According to the inventions of claims 1 and 25, two or more output paths by the engine can be established by appropriately controlling and switching the first connecting / disconnecting means, the second connecting / disconnecting means and the braking means. EV travel and series / parallel travel by motor and 2-motor drive are possible. By establishing two or more output routes by the engine, cruise traveling at a low vehicle speed region and cruise traveling at a high vehicle speed region can be realized with high efficiency. Moreover, since discharge from the battery to the first electric motor and the second electric motor is not performed when the engine is running, power consumption is improved and charging / discharging of the battery is reduced, so that deterioration of the battery can be suppressed.
Further, since the combined driving force that matches the required driving force can be output using the first and second motors, the first and second motors can be reduced in torque and output, and the first and second motors can be output. The second motor can be reduced in size and weight. Thereby, the vehicle mountability of the first and second electric motors is improved, and the cost of the first and second electric motors themselves can be reduced. Further, as the output of the first and second motors is reduced, the output of the control device for driving the first and second motors can be reduced, so that further miniaturization and cost reduction can be realized together with the control device. be able to.
In addition, if the specification satisfies the required driving force of the vehicle with one electric motor, it is difficult to match the output area that is frequently used during traveling with the high efficiency area, but it is possible to combine two electric motors with different characteristics. Thus, it becomes possible to bring the output area and the high-efficiency area, which are frequently used during traveling, close to each other, and the power consumption can be improved.

  According to the invention of claim 2, since the reduction ratio of the first transmission path is larger than the reduction ratio of the second transmission path, the output path is divided into two paths using two transmission paths having different reduction ratios when the engine is running. This can be established.

  According to the invention of claim 3, since the engine and the second rotating element are connected via the one-way clutch, only the second electric motor is used by using an output path different from the EV traveling only by the first electric motor. EV travel is possible.

  According to invention of Claim 4 and 26, since it further has the 3rd transmission path provided with the 3rd connection / disconnection means, a 1st connection / disconnection means, a 2nd connection / disconnection means, a 3rd connection / disconnection means, and a braking means are provided. By appropriately controlling and switching, four output paths by the engine can be established. Furthermore, series running is possible.

  According to the invention of claim 5, the second electric motor is regeneratively driven by a part of engine power, the electric power generated by the second electric motor is supplied to the first electric motor, and the first electric motor is driven by power. Therefore, so-called series / parallel traveling is possible in which the combined power of the first motor and the power of the first electric motor is transmitted to the output shaft.

  According to the sixth aspect of the present invention, EV traveling using only the first electric motor is possible, and at that time, there is no engine rotation and efficient EV traveling is possible.

  According to the seventh aspect of the present invention, EV traveling can be performed by transmitting the power obtained by adding the power of the first motor and the power of the second motor to the output shaft. As a result, the first and second motors can be reduced in torque and output, and the first and second motors can be reduced in size and weight. Furthermore, the vehicle mountability of the first and second motors is improved, and the cost of the first and second motors themselves can be reduced. Further, as the output of the first and second motors is reduced, the output of the control device for driving the first and second motors can be reduced, so that further miniaturization and cost reduction can be realized together with the control device. be able to.

  According to the eighth and ninth aspects of the present invention, cruise traveling at a low vehicle speed range and cruise traveling at a high vehicle speed range can be realized with high efficiency by different output routes.

  According to invention of Claim 10 and 11, an engine can be started during EV driving | running | working with a 1st electric motor.

  According to the invention of claims 12 and 13, the engine can be started during EV traveling by the first and second electric motors.

  According to the invention of claim 14, the engine can be started while the vehicle is stopped.

  According to the fifteenth aspect of the present invention, the second electric motor is regeneratively driven by the power of the engine, the electric power generated by the second electric motor is supplied to the first electric motor, the first electric motor is driven, and the first electric motor is powered. The so-called series traveling that travels by being transmitted to the output shaft becomes possible.

  According to the sixteenth aspect of the present invention, the second electric motor is regeneratively driven by a part of engine power, the electric power generated by the second electric motor is supplied to the first electric motor, and the first electric motor is driven by power. Therefore, so-called series / parallel traveling is possible in which the combined power of the first motor and the power of the first electric motor is transmitted to the output shaft.

  According to the seventeenth to twentieth aspects, engine traveling in a wider vehicle speed range can be realized with high efficiency by four different output paths.

  According to the twenty-first aspect of the invention, EV traveling by only the first electric motor is possible, and at that time, there is no engine rotation and efficient EV traveling is possible.

  According to the invention of claim 22, EV traveling can be performed by transmitting the power obtained by adding the power of the first motor and the power of the second motor to the output shaft. As a result, the first and second motors can be reduced in torque and output, and the first and second motors can be reduced in size and weight. Furthermore, the vehicle mountability of the first and second motors is improved, and the cost of the first and second motors themselves can be reduced. Further, as the output of the first and second motors is reduced, the output of the control device for driving the first and second motors can be reduced, so that further miniaturization and cost reduction can be realized together with the control device. be able to.

  According to the invention of claim 23, EV traveling only by the second electric motor is possible without reversely rotating the engine by the one-way clutch.

  According to the invention of claim 24, the output path of EV traveling by the first motor and the second motor can be increased by one, and the power of the first motor and the power of the second motor can be increased without reverse rotation of the engine by the one-way clutch. EV traveling can be performed by transmitting the combined power to the output shaft.

  According to the invention of claim 27, by appropriately controlling and switching the first connecting / disconnecting means, the second connecting / disconnecting means and the third connecting / disconnecting means, two or more output paths by the engine can be established, EV travel, series travel, and series / parallel travel with 1 motor and 2 motor drive are possible. By establishing two or more output routes by the engine, cruise traveling at a low vehicle speed region and cruise traveling at a high vehicle speed region can be realized with high efficiency. Moreover, since discharge from the battery to the first electric motor and the second electric motor is not performed when the engine is running, power consumption is improved and charging / discharging of the battery is reduced, so that deterioration of the battery can be suppressed.

  According to the twenty-eighth aspect of the present invention, cruise traveling at a low vehicle speed range and cruise traveling at a high vehicle speed range can be realized with high efficiency by different output routes.

  According to the twenty-ninth aspect of the present invention, EV traveling by only the second electric motor can be performed without reversely rotating the engine by the one-way clutch.

  According to the invention of claim 30, the first electric motor can be operated in a predetermined temperature range by selecting the first EV traveling and the second EV traveling in consideration of not only the load but also the temperature of the first electric motor. .

  According to the invention of claim 31, the overheated state of the first electric motor can be suppressed.

  According to the invention of claim 32, the EV traveling can be continued while suppressing the overheat state of the first motor by increasing the output sharing ratio of the second motor in the overheat state of the first motor.

(A) is a schematic block diagram of the vehicle drive device of 1st Embodiment which concerns on this invention, (b) is a diagram which shows the transmission path | route of the vehicle drive device. It is a figure explaining the power transmission at the time of series parallel travel (SP) in the vehicle drive device of 1st Embodiment. It is a figure explaining the power transmission at the time of 1st EV driving | running | working (EV1) in the vehicle drive device of 1st Embodiment. It is a figure explaining the power transmission at the time of 2nd EV driving | running | working (EV2) in the vehicle drive device of 1st Embodiment. It is a figure explaining the power transmission at the time of the 1st engine run (E1) in the vehicle drive device of a 1st embodiment. It is a figure explaining the power transmission at the time of the 2nd engine running (E2) in the vehicle drive device of a 1st embodiment. It is a table | surface which shows the relationship between each driving mode and the operating state of a clutch and a brake in the vehicle drive device of 1st Embodiment. It is a figure explaining the power transmission at the time of engine starting in the 1st EV driving | running | working (EV1) in the vehicle drive device of 1st Embodiment. It is a figure explaining the power transmission at the time of the other engine starting in the 1st EV driving | running | working (EV1) in the vehicle drive device of 1st Embodiment. It is a figure explaining the power transmission at the time of engine starting in the 2nd EV driving | running | working (EV2) in the vehicle drive device of 1st Embodiment. It is a figure explaining the power transmission at the time of the other engine starting in the 2nd EV driving | running | working (EV2) in the vehicle drive device of 1st Embodiment. It is a figure explaining the power transmission at the time of the engine starting in the stop in the vehicle drive device of 1st Embodiment. It is a time chart of the example of 1 driving for explaining change of the run mode in the vehicle drive device of a 1st embodiment. (A) is a schematic block diagram of the vehicle drive device of the 1st modification of 1st Embodiment, (b) is a diagram which shows the transmission path | route of the vehicle drive device. (A) is a schematic block diagram of the vehicle drive device of the 2nd modification of 1st Embodiment, (b) is a diagram which shows the transmission path | route of the vehicle drive device. It is a table | surface which shows the relationship between each driving mode of the vehicle drive device of the 2nd modification of 1st Embodiment, and the operating state of a clutch and a brake. (A) is a schematic block diagram of the vehicle drive device of 2nd Embodiment which concerns on this invention, (b) is a diagram which shows the transmission path | route of the vehicle drive device. (A) is a figure explaining the power transmission at the time of series driving | running | working (S) in the vehicle drive device of 2nd Embodiment, (b) is a power transmission diagram shown with a diagram. (A) is a figure explaining the power transmission at the time of series parallel driving | running | working (SP) in the vehicle drive device of 2nd Embodiment, (b) is a power transmission diagram shown with a diagram. (A) is a figure explaining the power transmission at the time of the 1st engine driving | running | working (E1) in the vehicle drive device of 2nd Embodiment, (b) is a power transmission diagram shown with a diagram. (A) is a figure explaining the power transmission at the time of the 2nd engine driving | running | working (E2) in the vehicle drive device of 2nd Embodiment, (b) is a power transmission diagram shown with a diagram. (A) is a figure explaining the power transmission at the time of 3rd engine driving | running | working (E3) in the vehicle drive device of 2nd Embodiment, (b) is a power transmission diagram shown with a diagram. (A) is a figure explaining the power transmission at the time of the 4th engine driving | running | working (E4) in the vehicle drive device of 2nd Embodiment, (b) is a power transmission diagram shown with a diagram. It is a table | surface which shows the relationship between each driving mode and the operating state of a clutch and a brake in the vehicle drive device of 2nd Embodiment. (A) is a schematic block diagram of the vehicle drive device of the 1st modification of 2nd Embodiment, (b) is a diagram which shows the transmission path | route of the vehicle drive device. (A) is a schematic block diagram of the vehicle drive device of the 2nd modification of 2nd Embodiment, (b) is a diagram which shows the transmission path | route of the vehicle drive device. (A) is a schematic block diagram of the vehicle drive device of the 3rd modification of 2nd Embodiment, (b) is a diagram which shows the transmission path | route of the vehicle drive device. (A) is a figure explaining the power transmission at the time of 3rd EV driving | running (EV3) in the vehicle drive device of the 3rd modification of 2nd Embodiment, (b) is a power transmission diagram shown with a diagram. (A) is a figure explaining the power transmission at the time of 4th EV driving | running | working (EV4) in the vehicle drive device of the 3rd modification of 2nd Embodiment, (b) is a power transmission diagram shown with a diagram. It is a table | surface which shows the relationship between the 3rd and 4th EV driving mode and the operating state of a clutch and a brake in the vehicle drive device of the 3rd modification of 2nd Embodiment. It is a schematic block diagram of the vehicle drive device of the 4th modification of 2nd Embodiment. It is a schematic block diagram of the vehicle drive device of the conventional patent document 2.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. The drawings are viewed in the direction of the reference numerals.
(First embodiment)

  FIG. 1 is a schematic configuration diagram and a diagram showing a transmission path of a vehicle drive device according to a first embodiment of the present invention. A vehicle drive device 10 includes an engine ENG and a traction motor (first motor). Hereinafter, it includes a MOT), a generator GEN as a second electric motor, and a transmission T. The motor MOT and the generator GEN have their rotational axes arranged on the same straight line. Further, the motor MOT and the generator GEN are connected to a battery via a control device (not shown), so that power supply from the battery and energy regeneration to the battery can be performed.

  The transmission T is arranged on the same straight line as the engine output shaft 12 of the engine ENG, and is disposed concentrically outside the damper output shaft 21 and a damper output shaft 21 connected to the engine output shaft 12 via the damper 13. A hollow input shaft 26, a motor generator shaft 22 connected to the motor MOT and the generator GEN, and an output shaft 23 connected to the differential device D are arranged with their axes parallel to each other.

  The damper output shaft 21 is inserted into the input shaft 26 so as to be relatively rotatable, and the damper output shaft 21 and the input shaft 26 are connected to a planetary gear mechanism 50 disposed at an end opposite to the engine ENG. It is connected. The damper 13 has a function of reducing a shock when the power of the engine ENG is input to the damper output shaft 21.

  The motor generator shaft 22 includes a hollow second input / output shaft 25 connected to the rotor 17 of the motor MOT, and a first input / output shaft 24 inserted through the second input / output shaft 25 so as to be relatively rotatable. , Is composed of. At the end of the first input / output shaft 24 opposite to the engine ENG, a brake B1 is disposed as a braking means for fastening and releasing with the case 11 of the transmission T. When the brake B1 is fastened, the first input / output shaft 24 and the case 11 are connected, the first input / output shaft 24 cannot rotate with respect to the case 11, and when the brake B1 is released, the first input / output shaft 24 becomes the case. 11 is separated from the case 11 and is rotatable with respect to the case 11.

  A first clutch C1 is provided between the first input / output shaft 24 and the rotor 15 of the generator GEN, and a second clutch is provided between the second input / output shaft 25 and the rotor 15 of the generator GEN. A clutch C2 is provided.

  When the first clutch C1 is engaged, the first input / output shaft 24 and the rotor 15 of the generator GEN are connected, the first input / output shaft 24 and the rotor 15 of the generator GEN rotate together, and the first clutch C1 is engaged. When opened, the first input / output shaft 24 and the rotor 15 of the generator GEN are disconnected, and the first input / output shaft 24 can rotate with respect to the generator GEN. When the second clutch C2 is engaged, the second input / output shaft 25 and the rotor 15 of the generator GEN are connected to each other, and the second input / output shaft 25 and the rotor 15 of the generator GEN rotate together to form the second clutch. When C2 is opened, the second input / output shaft 25 and the rotor 15 of the generator GEN are disconnected, and the second input / output shaft 25 can rotate with respect to the generator GEN.

  A drive sprocket 31 is attached to the input shaft 26 so as to be integrally rotatable. A driven sprocket 32 is attached to the first input / output shaft 24 so as to be integrally rotatable. The drive sprocket 31 and the driven sprocket 32 are The chain 33 is wound, and the rotation of the input shaft 26 is always transmitted to the first input / output shaft 24 via the chain 33.

  Therefore, the power of the engine ENG is transmitted to the first input / output shaft 24 via the damper output shaft 21, the planetary gear mechanism 50, the input shaft 26, the drive sprocket 31, the chain 33, and the driven sprocket 32.

  A drive gear 41 is attached to the second input / output shaft 25 connected to the motor MOT so as to be integrally rotatable on the side opposite to the generator GEN. The drive gear 41 meshes with a driven gear 42 that is attached to the output shaft 23 so as to be integrally rotatable.

  The planetary gear mechanism 50 to which the damper output shaft 21 and the input shaft 26 are connected is a sun gear 52 as a first rotating element that is coupled to the input shaft 26 that is rotatably fitted to the damper output shaft 21 so as to be integrally rotatable. A carrier 55 as a second rotating element coupled to the damper output shaft 21 so as to be integrally rotatable, a ring gear 51 as a third rotating element, and a ring gear 51 and a sun gear 52 rotatably supported by the carrier 55 And a plurality of pinion gears 53 disposed therebetween.

  A gear that meshes with the driven gear 42 is formed on the outer peripheral surface of the ring gear 51, and the rotation of the ring gear 51 is always transmitted to the output shaft 23 via the driven gear 42.

  A driven gear 42 and an output gear 43 connected to the differential device D are attached to the output shaft 23 so as to be integrally rotatable. Therefore, the power transmitted from the second input / output shaft 25 and the ring gear 51 to the output shaft 23 is transmitted from the output gear 43 to the drive wheel (not shown) via the differential device D, and conversely, the power from the drive wheel. Is transmitted to the second input / output shaft 25 and the ring gear 51 via the output shaft 23.

  Thereby, as shown in FIG.1 (b), the vehicle drive device 10 is the sun gear 52, the drive sprocket 31, the chain 33, the driven sprocket 32, the 1st input / output shaft 24, the 2nd input / output shaft 25, the drive gear. 41, a first transmission path R1 passing through the driven gear 42 and the output shaft 23, and a second transmission path R2 passing through the ring gear 51, the driven gear 42 and the output shaft 23. The reduction ratio GR1 of the first transmission path R1 is larger than the reduction ratio GR2 of the second transmission path R2.

  That is, in the vehicle drive device 10, the sun gear 52 is connected to the output shaft 23 via the first transmission path R1, the carrier 55 is connected to the engine ENG, and the ring gear 51 is connected to the output shaft 23 via the second transmission path R2. It is connected to the. A motor MOT is provided in the first transmission path R <b> 1, and a generator GEN is provided between the motor MOT and the sun gear 52. The generator GEN and the sun gear 52 are connected to be connectable / disconnectable via the first clutch C1, and the generator GEN and the motor MOT are connected to be connectable / disconnectable via the second clutch C2, and are upstream of the second clutch C2. A brake B1 is provided.

  In this planetary gear mechanism 50, the ring gear 51 and the sun gear 52 are normally rotatable without being constrained to each other, and the rotation of the engine ENG and the transmission of power are not performed. However, when the restraining force from the first input / output shaft 24 acts on the sun gear 52 by the engagement of the first and second clutches C1 and C2 and the engagement of the brake B1, an output path for transmitting the power of the engine ENG to the output shaft 23 is provided. Established. Thereby, the first engine travel (E1) by engaging the first and second clutches C1 and C2 and the second engine travel (E2) by engaging the brake B1 are possible. In the first engine travel (E1) and the second engine travel (E2), power is transmitted through different output paths using two transmission paths (first and second transmission paths R1, R2) having different reduction ratios. It is possible to communicate.

  The vehicle drive apparatus 10 of the first embodiment configured as described above typically includes the following travel modes.

<Series parallel travel (SP)>
FIG. 2 is a diagram illustrating power transmission during series / parallel travel.
Series / Parallel driving is mainly selected when accelerating or climbing above medium vehicle speed. In the series / parallel running mode, the first clutch C1 is engaged, and the second clutch C2 and the brake B1 are released, so that the power of the engine ENG is used for the damper output shaft 21, the carrier 55, the sun gear 52, the input shaft 26, and the drive. The power is transmitted to the generator GEN via the sprocket 31, the chain 33, the driven sprocket 32, and the first input / output shaft 24, and the generator GEN is regeneratively driven to generate power, and the power of the engine ENG is supplied to the carrier 55, the ring gear 51, and the driven It is transmitted to the output shaft 23 via the gear 42 and is transmitted to the drive wheel via the output gear 43 and the differential device D.

  In addition, the electric power generated by the generator GEN is supplied to the motor MOT by a control device (not shown) (electrical path), and the motor MOT is powered by the supplied electric power. It is transmitted to the output shaft 23 through the output shaft 25, the drive gear 41, and the driven gear 42, and is transmitted to the drive wheels through the output gear 43 and the differential device D. That is, the power of the engine ENG and the power of the motor MOT are added and transmitted to the drive wheels.

  Series / Parallel driving can use many areas where the engine efficiency is better than that of engine driving, thus improving fuel efficiency. In addition, smooth running with continuously variable transmission can be realized.

<First EV traveling (EV1)>
FIG. 3 is a diagram for explaining power transmission during the first EV traveling.
The first EV traveling is selected mainly during slow acceleration such as when starting off, during low-speed cruise (for example, less than 50 km / h), and during climbing at a low vehicle speed. In the first EV travel mode, the power of the motor MOT is output via the second input / output shaft 25, the drive gear 41, and the driven gear 42 by releasing all of the first and second clutches C1, C2 and the brake B1. It is transmitted to the shaft 23 and transmitted to the drive wheel via the output gear 43 and the differential device D. At this time, since the first clutch C1 is opened and the engine ENG is disconnected from the first input / output shaft 24, it is preferable to stop the engine ENG from the viewpoint of improving fuel efficiency.

<Second EV travel (EV2)>
FIG. 4 is a diagram for explaining power transmission during the second EV traveling.
The second EV traveling is selected mainly during strong acceleration at a low vehicle speed. In the second EV travel mode, by releasing the first clutch C1 and the brake B1 and engaging the second clutch C2, the power of the generator GEN is transmitted to the second input / output shaft 25, and the power of the motor MOT is further added. In addition, it is transmitted to the output shaft 23 via the second input / output shaft 25, the drive gear 41, and the driven gear 42, and is transmitted to the drive wheel via the output gear 43 and the differential device D. That is, the power of the generator GEN and the power of the motor MOT are added and transmitted to the drive wheels. Also at this time, since the first clutch C1 is released and the engine ENG is disconnected from the first input / output shaft 24, it is preferable to stop it from the viewpoint of improving fuel efficiency.

<First engine travel (E1)>
FIG. 5 is a diagram for explaining power transmission when the first engine is running.
The first engine travel is selected mainly during low-speed cruise (for example, less than 50 km / h) and acceleration. In the first engine travel mode, the first and second clutches C1 and C2 are engaged and the brake B1 is released, whereby the power of the engine ENG is transmitted to the first transmission path R1 and the second transmission path by the planetary gear mechanism 50. R2 is divided and transmitted, and the combined power is transmitted to the output shaft 23 and is transmitted to the drive wheel via the output gear 43 and the differential device D. The output shaft 23 outputs the number of rotations decelerated at a fixed reduction ratio synthesized by the reduction ratio GR1 of the first transmission path R1 and the reduction ratio GR2 of the second transmission path R2.

  At this time, the driven gear 42 attached to the output shaft 23 and the drive gear 41 attached to the second input / output shaft 25 are always meshed, and the motor MOT is connected to the output shaft 23. Further, since the second clutch C2 is engaged and the generator GEN and the second input / output shaft 25 are connected, the motor MOT and / or the generator GEN can be assisted by driving the power as necessary. Conversely, the motor MOT and / or the generator GEN can be regeneratively driven to generate power.

<Second engine travel (E2)>
FIG. 6 is a diagram for explaining power transmission when the second engine is running.
The second engine traveling is mainly selected during high-speed cruise (for example, about 100 km / h) and during climbing at a high vehicle speed. In the second engine travel mode, the first clutch C1 is engaged or released, the brake B1 is engaged, the second clutch C2 is released, or the first clutch C1 is released, and the second clutch C2 and the brake B1 are released. By engaging, the power of the engine ENG is transmitted to the output shaft 23 (second transmission path R2) via the damper output shaft 21, the carrier 55, the ring gear 51, and the driven gear 42, and the output gear 43 and the differential device D are transmitted. Via the drive wheels. The output shaft 23 is output at an increased speed of the engine ENG, that is, in an overdrive state.

At this time, the driven gear 42 attached to the output shaft 23 and the drive gear 41 attached to the second input / output shaft 25 are always meshed, and the motor MOT is connected to the output shaft 23. If necessary, the motor MOT can be assisted by driving. Conversely, the motor MOT can be regeneratively driven to generate power. Further, the second input / output shaft 25 and the generator GEN are connected by further engaging the second clutch C2, and the motor MOT and the generator GEN can assist the motor MOT and the generator GEN by driving the power.
Note that the second engine traveling is similarly achieved by releasing the first and second clutches C1 and C2 and engaging the brake B1. FIG. 6 shows power transmission in this case.

  FIG. 7 shows the above-described travel modes (series / parallel travel (SP), first EV travel (EV1), second EV travel (EV2), first engine travel (E1), second engine travel (E2)). )) Is a table collectively showing the operating states of the first clutch C1, the second clutch C2, and the brake B1. In the figure, “◯” indicates fastening and “×” indicates opening.

  Next, in the vehicle drive device 10 of the first embodiment configured as described above, for example, when shifting from low-speed traveling to medium-speed or high-speed traveling (see FIG. 13), EV traveling (first EV traveling, first It is necessary to start the engine during 2EV running). The starting of the engine in each traveling mode will be described with reference to FIGS.

  As shown in FIG. 8, during the first EV traveling in which all of the first clutch C1, the second clutch C2, and the brake B1 are released and driven by the motor MOT, the engine ENG is started by engaging the brake B1. . The restraining force due to the engagement of the brake B1 is transmitted to the sun gear 52 via the first input / output shaft 24, the driven sprocket 32, the chain 33, the drive sprocket 31, and the input shaft 26, and the sun gear 52 is fixed.

  As a result, the rotation of the output shaft 23 is transmitted to the pinion gear 53 via the ring gear 51, and the carrier 55 rotates by rotating around the sun gear 52 to which the pinion gear 53 is fixed, and further, the damper output shaft 21, engine output The engine ENG is started by being transmitted to the engine ENG via the shaft 12. The deceleration torque generated at this time is assisted by the motor MOT.

  Further, as shown in FIG. 9, the first input / output shaft 24, that is, the sun gear 52 is rotated by engaging the first clutch C1 and driving the generator GEN to drive the carrier 55, the damper output shaft 21, and the engine output. It is also possible to start the engine ENG via the shaft 12. Further, the first and second clutches C1 and C2 may be simultaneously engaged.

  As shown in FIG. 10, the first clutch C1 and the brake B1 are released, the second clutch C2 is engaged, and the second clutch C2 is engaged during the second EV traveling that is driven by the motor MOT and the generator GEN. While maintaining the above, the engine ENG is started by further engaging the brake B1. In this case, the brake B1, that is, the sun gear 52 is fixed as in the first EV traveling shown in FIG. 8, whereby the rotation of the output shaft 23 is transmitted to the carrier 55 via the ring gear 51 to start the engine ENG.

  Further, during the second EV traveling, as shown in FIG. 11, the first clutch C1 is further engaged while maintaining the engagement of the second clutch C2, and the driving force of the generator GEN is transmitted via the first input / output shaft 24 to the sun gear. The rotation of the output shaft 23 can be transmitted to the ring gear 51 to start the engine ENG.

  As shown in FIG. 12, when the engine is stopped, the first clutch C1 is engaged and the generator GEN is driven by powering. The first input / output shaft 24, the driven sprocket 32, the chain 33, the drive sprocket 31, and the input shaft 26 are driven. Then, the carrier 55 is rotated via the sun gear 52 and the pinion gear 53 to start the engine ENG. At this time, torque fluctuation accompanying rotation of the carrier 55 acts on the output shaft 23 via the pinion gear 53 and the ring gear 51, so that the motor MOT generates a balance torque of the planetary gear mechanism 50, and the torque fluctuation occurs on the output shaft 23. Control so that it does not occur.

  Next, switching of the travel mode in the vehicle drive device 10 of the first embodiment configured as described above will be described using a time chart of a travel example of FIG. In the table of FIG. 13, the minus (−) sign represents inoperative or stopped, the white circle represents power running drive, the double circle represents regenerative drive, and the black circle represents regeneration during power running drive. It indicates that it may be driven or not operated. In order to simplify the display, the series / parallel traveling, the first EV traveling, the second EV traveling, the first engine traveling, and the second engine traveling are indicated by symbols SP, EV1, EV2, E1, and E2, respectively. Alternatively, charging is indicated by AC and charging is indicated by C.

  Basically, EV traveling is selected mainly at low speeds, and engine traveling using mainly the engine ENG is selected at high speeds, but the vehicle speed for switching the operation mode is changed according to the SOC (State of Charge). The switching vehicle speed is changed to a high speed direction at a high SOC, and the switching vehicle speed is changed to a low speed direction at a low SOC.

  In EV traveling, the first EV traveling by one motor MOT is selected at a low load, and the second EV traveling by the generator GEN and the motor MOT is selected at a high load. The selection between the first EV traveling and the second EV traveling is basically determined based on the load, but is determined based not only on the load but also on the temperature of the motor MOT. When the temperature (coil, magnet) of the motor MOT rises and reaches the first predetermined temperature, the second EV traveling is selected regardless of the magnitude of the load.

  At this time, the output sharing ratio between the motor MOT and the generator GEN is set according to the temperature difference between the motor MOT and the generator GEN. That is, the larger the temperature difference (MOT> GEN), the higher the output sharing ratio of the generator GEN. As a result, the temperature rise of the motor MOT can be effectively reduced, and the EV travelable time and distance can be lengthened while reducing the burden on the cooling system.

  When the EV travel continues and the temperatures of the motor MOT and the generator GEN rise and reach a second predetermined temperature higher than the first predetermined temperature, the engine ENG is used regardless of the operation mode switching vehicle speed. Switch to the running mode. As a result, the outputs of the motor MOT and the generator GEN are reduced or reduced, so that temperature rise can be suppressed.

  First, when the vehicle is stopped, the first and second clutches C1, C2 and the brake B1 are released, and the engine ENG, the motor MOT, and the generator GEN are stopped. When the accelerator pedal is depressed from this state, the first EV running (EV1) is performed by driving the motor MOT with the first and second clutches C1, C2 and the brake B1 all released, and the motor MOT is turned on. The vehicle starts with power and the vehicle speed increases gently (slow acceleration).

  When the accelerator pedal is further depressed, the second EV traveling (EV2) is selected. When selecting the second EV travel (EV2), only the second clutch C2 is engaged, and the generator GEN is driven in a powering manner in addition to the motor MOT to perform the second EV travel (EV2) (strong acceleration).

  During cruise traveling at a vehicle speed of about 50 km / h, the first EV traveling (EV1) or the first engine traveling (E1) is selected. When selecting the first EV travel (EV1), the first and second clutches C1, C2 and the brake B1 are all released, the generator GEN is deactivated, the motor MOT is driven, and the first EV travel (EV1 )I do.

  When selecting the first engine running (E1), the first and second clutches C1 and C2 are engaged, the brake B1 is released, and the engine output shaft 12 of the engine ENG is rotated to start the engine ENG. So-called motoring is performed. When the engine ENG is started, the first engine travel (E1) is performed while maintaining the first and second clutches C1 and C2 in the above state. At this time, the motor MOT and the generator GEN may be power-driven or regeneratively driven as necessary.

  When the accelerator pedal is further depressed during medium-speed cruise traveling at a vehicle speed of about 50 km / h, first engine traveling (E1) or series / parallel traveling (SP) is selected. When selecting series / parallel travel (SP), only the first clutch C1 is engaged, the second clutch C2 and the brake B1 are released, the engine ENG is operated, and the generator GEN is regeneratively driven. The motor MOT is powered by the power generated by GEN. As a result, the power of the engine ENG and the power of the motor MOT are transmitted to the drive wheels.

  When the vehicle speed is increased to 100 km / h and a high-speed cruise traveling of about 100 km / h is performed, the first clutch C1 and the brake B1 are engaged and the second clutch C2 is released, or the first clutch C1 is released, The second clutch C2 and the brake B1 are engaged, and the second engine travel (E2) is performed. At this time, the motor MOT and the generator GEN may be power-driven or regeneratively driven as necessary. In addition, although illustration was abbreviate | omitted, brake B1 may be fastened and the 1st clutch C1 and the 2nd clutch C2 may be open | released.

  When the brake pedal is depressed during high-speed cruise at about 100 km / h, the first and second clutches C1 and C2 and the brake B1 are all released, the engine ENG is stopped, and the motor MOT is regeneratively driven. The vehicle is decelerated, and the regenerative brake acts on the drive wheels to reduce the vehicle speed.

  In an uphill traveling at a low speed (for example, less than 50 km / h), the first EV traveling or the series / parallel traveling (SP) is selected according to the required driving force. When accelerating from this state, series / parallel traveling (SP) is selected.

  In uphill running during high speed running (for example, 100 km / h or more), the second engine running (E2) or series / parallel running (SP) is selected according to the required driving force. During the second engine travel (E2), the motor MOT and the generator GEN may be driven by power or regenerated as necessary.

  When the brake pedal is depressed to stop the vehicle, the first and second clutches C1 and C2 and the brake B1 are all released, the engine ENG is stopped, and the motor MOT is regeneratively driven to reduce the speed. The regenerative brake acts on the drive wheels, the vehicle speed decreases, and the vehicle stops. When the vehicle stops, the first and second clutches C1, C2 and the brake B1 are all released, and the engine ENG, the motor MOT, and the generator GEN are all stopped.

  As described above, according to the vehicle drive device 10 of the first embodiment, the first and second engine runnings, 1 and 2 can be performed by appropriately controlling and switching the first clutch C1, the second clutch C2, and the brake B1. First and second EV traveling by driving the motor and the two motors, and series / parallel traveling by driving the engine and the motor are possible.

(First modification of the first embodiment)
Next, the vehicle drive device of the 1st modification of 1st Embodiment is demonstrated with reference to FIG.
FIG. 14 is a schematic configuration diagram of a vehicle drive device according to the first modification and a diagram showing a transmission path. The vehicle drive device 10A according to this modification has a position of the brake B1 at the first input / output shaft. 24 is changed to the input shaft 26 and arranged coaxially with the engine output shaft 12. Other than that, since it is the same as that of the vehicle drive device 10 of the first embodiment, the same parts are denoted by the same or corresponding reference numerals, and the description thereof will be simplified or omitted.
In FIG. 14B, symbol S indicates the sun gear 52, symbol C indicates the carrier 55, and symbol R indicates the ring gear 51. FIG. 14B is a combination of a collinear diagram showing their rotational relationship and a schematic diagram of the drive transmission path. In the nomograph, the positional relationship in the vertical direction represents the level relationship of the rotational speed (the same applies to FIGS. 15, 17 to 23, and 25 to 29).

  Similar to the vehicle drive device 10 of the first embodiment, the vehicle drive device 10A of the present modification has five travel modes (first and second engine travel, first and second EVs driven by one motor and two motors). Traveling, series / parallel traveling by driving the engine and motor), and the operating states (see FIG. 7) and effects of the first clutch C1, the second clutch C2, and the brake B1 in each traveling mode. It is the same.

(Second modification of the first embodiment)
Next, the vehicle drive device of the 2nd modification of 1st Embodiment is demonstrated with reference to FIG.15 and FIG.16.
FIG. 15 is a schematic configuration diagram of the vehicle drive device according to the second modified example and a diagram showing a transmission path. The vehicle drive device 10B according to this modified example has the first clutch C1 positioned at the first input position. The output shaft 24 is changed to the input shaft 26 and is arranged coaxially with the engine output shaft 12. Other than that, since it is the same as that of the vehicle drive device 10 of the first embodiment, the same parts are denoted by the same or corresponding reference numerals, and the description thereof will be simplified or omitted.

  Similar to the vehicle drive device 10 of the first embodiment, the vehicle drive device 10B of the present modification has five travel modes (first and second engine travels, first and second EVs driven by one motor and two motors). Travel, travel in series and parallel with engine and motor drive) is possible. In addition, the operating states of the first clutch C1, the second clutch C2, and the brake B1 in each travel mode are as shown in FIG. In the vehicle drive device 10B of the present modification, there is only one option when the second engine is running.

  Specifically, the second engine travel is performed in a state where the first clutch C1 and the brake B1 are engaged and the second clutch C2 is released. In the second engine traveling, one-motor assist traveling by the motor MOT is possible.

  In the vehicle drive device 10 of the first embodiment and the vehicle drive devices 10A and 10B of the first and second modifications described above, the first clutch C1 is provided on the first transmission path R1, but the first The clutch C1 is not necessarily provided on the first transmission path R1, and may be provided on the second transmission path R2 as in the vehicle drive device 20A of the first modified example of the second embodiment described later (FIG. 25).

(Second Embodiment)
Next, a vehicle drive device according to a second embodiment will be described with reference to FIG.
FIG. 17 is a schematic configuration diagram of a vehicle drive device according to a second embodiment of the present invention and a diagram showing a transmission path. The basic configuration of the vehicle drive device 20 of the present embodiment is described with reference to FIG. This is the same as the second modified example of the first embodiment that has been completed, except that a third clutch C3 is added between the carrier 55 of the planetary gear mechanism 50 and the drive sprocket 31. In other words, the first clutch C <b> 1 and the third clutch C <b> 3 are disposed in the planetary gear mechanism 50. Since other parts are the same as those of the second modification of the first embodiment of the present invention, the same parts are denoted by the same or corresponding reference numerals, and description thereof will be simplified or omitted.

  As shown in FIG. 17B, the vehicle drive device 20 includes a sun gear 52, a drive sprocket 31, a chain 33, a driven sprocket 32, a first input / output shaft 24, a second input / output shaft 25, a drive gear 41, a driven gear. The first transmission path R1 passing through the gear 42 and the output shaft 23, the second transmission path R2 passing through the ring gear 51, the driven gear 42 and the output shaft 23, and the upstream of the drive sprocket 31 from the carrier 55 to the first transmission path R1. And three transmission paths R3 connected on the side. The reduction ratio GR1 of the first transmission path R1 is larger than the reduction ratio GR2 of the second transmission path R2.

  That is, in the vehicle drive device 20, the sun gear 52 is connected to the output shaft 23 via the first transmission path R1, the carrier 55 is connected to the engine ENG, and the ring gear 51 is connected to the output shaft 23 via the second transmission path R2. It is connected to the. A motor MOT is provided in the first transmission path R <b> 1, and a generator GEN is provided between the motor MOT and the sun gear 52. The generator GEN and the sun gear 52 are connected to be connectable / disconnectable via the first clutch C1, and the generator GEN and the motor MOT are connected to be connectable / disconnectable via the second clutch C2, and are upstream of the second clutch C2. A brake B1 is provided. Further, the carrier 55 is connected to the first transmission path R1 via the third transmission path downstream from the first clutch C1 and upstream from the generator GEN. The third transmission path R3 includes a third clutch. C3 is provided.

  First, the third clutch C3 will be described. When the third clutch C3 is engaged, the carrier 55 and the drive sprocket 31 are connected, and the rotation of the carrier 55 is transmitted to the drive sprocket 31. Further, when the third clutch C3 is released, the carrier 55 and the drive sprocket 31 are disconnected, and the drive sprocket 31 can rotate with respect to the carrier 55.

  In the vehicle drive device 20 of the present embodiment, the first clutch C1 is disposed between the sun gear 52 and the drive sprocket 31, and the third clutch C3 is disposed between the carrier 55 and the drive sprocket 31, By combining the operating states of the first clutch C1, the second clutch C2, the brake B1 and the third clutch C3, the number of engine traveling modes is increased compared to the vehicle drive device 10 of the first embodiment, In addition, series running can be performed.

  Specifically, the engine travel mode is determined by the combination of the first clutch C1, the second clutch C2, the brake B1 and the third clutch C3, the first engine travel (E1), the second engine travel (E2), Three engine running (E3) and fourth engine running (E4) are possible.

  Here, the operating states of the first clutch C1, the second clutch C2, the third clutch C3, and the brake B1 in each travel mode shown in FIG. 24 will be referred to. The travel modes in which the third clutch C3 is not engaged, that is, the second engine travel and the fourth engine travel, are the first and second engine travels described in the vehicle drive device 10 of the first embodiment (FIGS. 5 and 5). 6) (see FIG. 7). Further, the series / parallel traveling and the first and second EV traveling are substantially the same as the series / parallel traveling and the first and second EV traveling of the vehicle drive device 10 of the first embodiment (FIG. 2). (See FIG. 4).

The vehicle drive device 20 of the second embodiment configured as described above typically includes the following travel modes.
<Series travel (S)>
FIG. 18 is a diagram for explaining power transmission during series running.
Series travel is selected mainly when acceleration / deceleration is frequently performed at low SOC, low vehicle speed, and low output. In the series travel mode, the third clutch C3 is engaged, and the first and second clutches C1, C2 and the brake B1 are released, so that the power of the engine ENG becomes the damper output shaft 21, the carrier 55, the drive sprocket 31, the chain 33, is transmitted to the generator GEN via the driven sprocket 32 and the first input / output shaft 24, and generates electric power by regeneratively driving the generator GEN.

  Then, the electric power generated by the generator GEN is supplied to the motor MOT by a control device (not shown), and the motor MOT is powered by the supplied electric power, whereby the power of the motor MOT is changed to the second input / output shaft 25, It is transmitted to the output shaft 23 via the drive gear 41 and the driven gear 42, and is transmitted to the drive wheel via the output gear 43 and the differential device D. The electric power generated by the generator GEN is controlled by the control device and supplied to the motor MOT, so that smooth running at continuously variable speed is possible. Further, since the second clutch C2 is released, the first input / output shaft 24 and the second input / output shaft 25 can rotate without being constrained to each other, and the operating point of the generator GEN can be freely set. Therefore, power generation efficiency is high.

<Series parallel travel (SP)>
FIG. 19 is a diagram for explaining power transmission during series / parallel travel.
Series / Parallel driving is selected mainly when acceleration / deceleration is frequently performed at high vehicle speed and high output. In the series / parallel travel mode, the first clutch C1 is engaged, and the second, third clutches C2, C3 and the brake B1 are released, so that the power of the engine ENG is supplied to the damper output shaft 21, the carrier 55, the sun gear 52, The power is transmitted to the generator GEN via the input shaft 26, the drive sprocket 31, the chain 33, the driven sprocket 32, and the first input / output shaft 24, and the generator GEN is regeneratively driven to generate electric power. Then, it is transmitted to the output shaft 23 via the ring gear 51 and the driven gear 42, and is transmitted to the drive wheel via the output gear 43 and the differential device D.

  Further, the electric power generated by the generator GEN is supplied to the motor MOT by a control device (not shown), and the motor MOT is driven by powering with the supplied electric power, so that the power of the motor MOT is changed to the second input / output shaft 25, It is transmitted to the output shaft 23 via the drive gear 41 and the driven gear 42, and is transmitted to the drive wheel via the output gear 43 and the differential device D. That is, the power of the engine ENG and the power of the motor MOT are added and transmitted to the drive wheels.

  Even in series / parallel running, smooth running with continuously variable speed can be achieved. Further, in series / parallel traveling, power transmission is divided into mechanical transmission and electrical transmission, so that the temperature rise of the motor MOT can be suppressed as compared with the series traveling. In addition, compared with engine running, fuel efficiency is improved because a region with good engine combustion efficiency can be used. The series running and the series / parallel running are appropriately switched according to the vehicle speed and output, and the series running is selected at low speed and low output, and the series / parallel running is selected at high speed and high output.

<First engine travel (E1)>
FIG. 20 is a diagram for explaining power transmission when the first engine is running.
The first engine travel is a mode in which low-speed rotation is output as compared with the second engine travel, and is selected mainly when the vehicle is traveling at a low vehicle speed and when climbing a steep slope or towing the vehicle. In the first engine travel mode, the second and third clutches C2 and C3 are engaged, and the first clutch C1 and the brake B1 are released, so that the power of the engine ENG is supplied to the damper output shaft 21, the carrier 55, and the drive sprocket 31. The chain 33, the driven sprocket 32, the first input / output shaft 24, and the second input / output shaft 25 (the third transmission path R3 and the first transmission path R1) are transmitted to the output shaft 23.

  At this time, since the carrier 55 that rotates integrally with the damper output shaft 21 is fastened to the drive sprocket 31 by the third clutch C3, the damper output shaft 21 and the drive sprocket 31 rotate at the same speed as the engine rotation. Moreover, since the 1st clutch C1 is open | released, the planetary gear mechanism 50 is idling.

  At this time, the driven gear 42 attached to the output shaft 23 and the drive gear 41 attached to the second input / output shaft 25 are always meshed, and the motor MOT is connected to the output shaft 23. Further, since the second clutch C2 is engaged and the generator GEN and the second input / output shaft 25 are connected, the motor MOT and / or the generator GEN can be assisted by driving the power as necessary. Conversely, the motor MOT and / or the generator GEN can be regeneratively driven to generate power.

<Second engine travel (E2)>
FIG. 21 is a diagram for explaining power transmission when the second engine is running.
The second engine traveling is selected mainly during cruise traveling on a general road such as during low-speed cruise (for example, less than 50 km / h). In the second engine travel mode, the first and second clutches C1 and C2 are engaged, and the third clutch C3 and the brake B1 are released, whereby the engine ENG is powered by the planetary gear mechanism 50, the carrier 55, and the ring gear 51. , A path (second transmission path R2) transmitted to the output shaft 23 via the driven gear 42, the carrier 55, the sun gear 52, the input shaft 26, the drive sprocket 31, the chain 33, the driven sprocket 32, and the first input / output shaft. 24, a transmission path (first transmission path R1) that is transmitted to the output shaft 23 via the second input / output shaft 25, and the power is divided by the output shaft 23, and the output gear 43, It is transmitted to the drive wheel via the differential device D. The output shaft 23 outputs the number of rotations reduced by the combined reduction ratio of the reduction ratio GR1 of the first transmission path R1 and the reduction ratio GR2 of the second transmission path R2.

  Also at this time, the motor MOT and / or the generator GEN can be assisted by driving the power as necessary. Conversely, the motor MOT and / or the generator GEN can be regeneratively driven to generate power.

<Third engine travel (E3)>
FIG. 22 is a diagram for explaining power transmission when the third engine is running.
The third engine travel is selected mainly during climbing on a highway, acceleration, and maximum speed travel. In the third engine travel mode, the first and third clutches C1 and C3 are engaged, the second clutch C2 and the brake B1 are released, and the carrier 55, the sun gear 52, and the ring gear 51 rotate together, and the engine ENG power Is transmitted to the output shaft 23 through the damper output shaft 21, the carrier 55, the ring gear 51, and the driven gear 42, and is transmitted to the drive wheels through the output gear 43 and the differential device D. At this time, the reduction ratio is determined by the number of teeth of the gear formed on the outer peripheral surface of the ring gear 51 and the driven gear 42.

  At this time, the driven gear 42 attached to the output shaft 23 and the drive gear 41 attached to the second input / output shaft 25 are always meshed, and the motor MOT is connected to the output shaft 23. If necessary, the motor MOT can be assisted by driving. In contrast, the motor MOT can be regeneratively driven to generate power.

<Fourth engine travel (E4)>
FIG. 23 is a diagram for explaining power transmission when the fourth engine is running.
The fourth engine traveling is selected mainly during cruise traveling on a highway such as during high-speed cruise (for example, about 100 km / h). In the fourth engine travel mode, the first clutch C1 and the brake B1 are engaged, and the second and third clutches C2 and C3 are released, so that the power of the engine ENG is supplied to the damper output shaft 21, the carrier 55, the ring gear 51, It is transmitted to the output shaft 23 (second transmission path R2) via the driven gear 42, and is transmitted to the drive wheel via the output gear 43 and the differential device D. Since the reduction ratio of the output path is set to the smallest value, the vehicle can travel at a high speed even if the engine ENG has a low rotation.

  At this time, the driven gear 42 attached to the output shaft 23 and the drive gear 41 attached to the second input / output shaft 25 are always meshed, and the motor MOT is connected to the output shaft 23. If necessary, the motor MOT can be assisted by driving. Conversely, the motor MOT can be regeneratively driven to generate power.

  In both cases, the first EV traveling and the second EV traveling are substantially the same as the first embodiment because the third clutch C3 is disengaged, and further, the first, second clutches C1, C2, and the brake B1. Since the operation state is the same in each EV travel mode, the description thereof is omitted (see FIGS. 3 and 4).

  FIG. 24 shows the first in each of the travel modes described above (series / parallel travel, series travel, first EV travel, second EV travel, first engine travel, second engine travel, third engine travel, and fourth engine travel). It is a table | surface which shows collectively the operating state of 1 clutch C1, 2nd clutch C2, 3rd clutch C3, and brake B1. Since the brake B1 is used only when the fourth engine travels, the brake B1 can be eliminated if the fourth engine travel mode is abolished and replaced with the third engine travel, and the mechanism of the vehicle drive device 20 is Simplified.

Next, engine start in each travel mode will be described.
The engine ENG can be started by engaging the third clutch C3 and driving the power generator GEN while the vehicle is stopped and during the first EV traveling. In addition, the engine during the second EV traveling can be started by releasing the second clutch C2, engaging the third clutch C3, and driving the generator GEN in the power running mode. Alternatively, the engine ENG is started by further engaging the third clutch C3 while maintaining the engagement of the second clutch C2, or by further engaging the first clutch C1 while maintaining the engagement of the second clutch C2. Is possible. The deceleration torque generated at this time is assisted by the motor MOT.

  As described above, the vehicle drive device 20 according to the present embodiment further includes the third transmission path R3 provided with the third clutch C3, and thus the first clutch C1, the second clutch C2, the third clutch By appropriately controlling and switching the clutch C3 and the brake B1, first to fourth engine running, first and second EV running by 1 motor and 2 motor drive, series parallel running and series running by engine and motor drive are possible. It becomes.

(First Modification of Second Embodiment)
Next, the vehicle drive device of the 1st modification of 2nd Embodiment is demonstrated with reference to FIG.
FIG. 25 is a schematic configuration diagram of a vehicle drive device according to a first modification of the second embodiment and a diagram showing a transmission path. The vehicle drive device 20A according to the present modification is a sun gear according to the second embodiment. The arrangement of the first clutch C1 arranged between 52 and the drive sprocket 31 and the arrangement of the third clutch C3 arranged between the carrier 55 and the drive sprocket 31 are changed.

  In the vehicle drive device 20A, a gear (hereinafter referred to as a second drive gear 45) formed on the outer peripheral surface of the ring gear 51 that meshes with the driven gear 42 is formed separately from the ring gear 51. The first clutch C1 is disposed between the ring gear 51 and the second drive gear 45, and the third clutch C3 is disposed between the carrier 55 and the sun gear 52.

That is, the sun gear 52 is connected to the output shaft 23 via the first transmission path R1, the carrier 55 is connected to the engine ENG, and the ring gear 51 is connected to the output shaft 23 via the second transmission path R2. A first clutch C1 is provided in the second transmission path R2. A motor MOT is provided in the first transmission path R1, and a generator GEN is provided between the motor MOT and the sun gear 52. The generator GEN and the motor MOT are disconnected via the second clutch C2. A brake B1 is provided on the upstream side of the second clutch C2.
Since the other configuration is the same as that of the vehicle drive device 20 of the second embodiment, the same portions are denoted by the same or corresponding symbols, and description thereof is simplified or omitted.

  Also in the vehicle drive device 20A of the present modification, as in the vehicle drive device 20 of the second embodiment, there are eight travel modes (first to fourth engine travel, first and second motor drive, first and second motor drive). 2EV traveling, series / parallel traveling and series traveling by engine and motor drive) are possible.

(Second Modification of Second Embodiment)
Next, a vehicle drive device according to a second modification of the second embodiment will be described with reference to FIG.
FIG. 26 is a schematic configuration diagram of a vehicle drive device according to a second modification example of the second embodiment and a diagram showing a transmission path. The vehicle drive device 20B according to this modification example is coaxial in the second embodiment. The first input / output shaft 24 and the second input / output shaft 25 arranged on the inner and outer circumferences are arranged as separate independent axes in parallel.

  The vehicle drive device 20B of the present modification includes an engine ENG, a motor MOT as a first electric motor, a generator GEN as a second electric motor, and a transmission T. The motor MOT and the generator GEN are connected to a battery via a control device (not shown), and power supply from the battery and energy regeneration to the battery are possible.

  The transmission T is arranged on the same straight line as the engine output shaft 12 of the engine ENG, is connected to the engine output shaft 12 via the damper 13, and is a planet in which the carrier 55 is connected to the damper output shaft 21. A gear mechanism 50, a first input / output shaft 24 connected to the rotor 15 of the generator GEN, and a second input connected to the rotor 17 of the motor MOT having a rotation axis independent of the first input / output shaft 24. The output shaft 25 and the output shaft 23 connected to the differential device D are arranged with their axes parallel to each other.

  The planetary gear mechanism 50 rotatably supports the ring gear 51, the sun gear 52, the plurality of pinion gears 53 disposed between the ring gear 51 and the sun gear 52, and can rotate integrally with the damper output shaft 21. And a coupled carrier 55. The planetary gear mechanism 50 is disposed between the damper output shaft 21 and the first input / output shaft 24, and the first input / output shaft 24 is connected to the sun gear 52 of the planetary gear mechanism 50 via the first clutch C1. At the same time, it is connected to the carrier 55 of the planetary gear mechanism 50 via the third clutch C3.

  When the first clutch C1 is engaged, the first input / output shaft 24 and the sun gear 52 are connected, the first input / output shaft 24 and the sun gear 52 rotate together, and when the first clutch C1 is released, the first input / output shaft is connected. Thus, the first input / output shaft 24 is rotatable with respect to the sun gear 52. Further, when the third clutch C3 is engaged, the first input / output shaft 24 and the carrier 55 are connected, the first input / output shaft 24 and the carrier 55 rotate integrally, and when the third clutch C3 is released, the first input / output shaft 24 and the carrier 55 are connected. The output shaft 24 and the carrier 55 are disconnected, and the first input / output shaft 24 can rotate with respect to the carrier 55.

  At the end of the first input / output shaft 24 opposite to the engine ENG, a brake B1 is disposed as a braking means for fastening and releasing with the case 11 of the transmission T. When the brake B1 is fastened, the first input / output shaft 24 and the case 11 are connected, the first input / output shaft 24 cannot rotate with respect to the case 11, and when the brake B1 is released, the first input / output shaft 24 becomes the case. 11 is separated from the case 11 and is rotatable with respect to the case 11.

  A driven sprocket 32 is rotatably fitted to a second input / output shaft 25 that is arranged in parallel to the first input / output shaft 24, so that the driven sprocket 32 and the second input / output shaft 25 are interposed between them. The second clutch C2 is provided. When the second clutch C2 is engaged, the driven sprocket 32 and the second input / output shaft 25 are connected, the driven sprocket 32 and the second input / output shaft 25 rotate integrally, and when the second clutch C2 is released, the driven sprocket 32 is connected. And the second input / output shaft 25 are separated, and the driven sprocket 32 can rotate with respect to the second input / output shaft 25.

  A drive sprocket 31 is attached to the first input / output shaft 24 so as to be integrally rotatable, and a chain 33 is wound around the driven sprocket 32 and the drive sprocket 31 that are rotatably fitted to the second input / output shaft 25. Thus, the rotation of the first input / output shaft 24 is always transmitted to the driven sprocket 32 via the chain 33.

  A drive gear 41 is attached to the second input / output shaft 25 on the opposite side of the motor MOT so as to be integrally rotatable. The drive gear 41 meshes with a driven gear 42 that is attached to the output shaft 23 so as to be integrally rotatable. The driven gear 42 is also meshed with a gear formed on the outer peripheral surface of the ring gear 51 of the planetary gear mechanism 50. An output gear 43 connected to the differential device D is attached to the output shaft 23 so as to be integrally rotatable. Therefore, the power transmitted from the second input / output shaft 25 and the ring gear 51 to the output shaft 23 is transmitted from the output gear 43 to the drive wheel (not shown) via the differential device D, and conversely, the power from the drive wheel. Is transmitted to the second input / output shaft 25 and the ring gear 51 via the output shaft 23.

  As a result, as shown in FIG. 26 (b), the vehicle drive device 10 includes the sun gear 52, the first input / output shaft 24, the drive sprocket 31, the chain 33, the driven sprocket 32, the second input / output shaft 25, and the drive gear. 41, the first transmission path R1 passing through the driven gear 42 and the output shaft 23, the second transmission path R2 passing through the ring gear 51, the driven gear 42 and the output shaft 23, and the carrier 55 to the first transmission path R1. And a third transmission path R3. The reduction ratio GR1 of the first transmission path R1 is larger than the reduction ratio GR2 of the second transmission path R2.

  That is, in the vehicle drive device 20B, the sun gear 52 is connected to the output shaft 23 via the first transmission path R1, the carrier 55 is connected to the engine ENG, and the ring gear 51 is connected to the output shaft 23 via the second transmission path R2. It is connected to the. A motor MOT is provided in the first transmission path R <b> 1, and a generator GEN is provided between the motor MOT and the sun gear 52. The generator GEN and the sun gear 52 are connected to be connectable / disconnectable via the first clutch C1, and the generator GEN and the motor MOT are connected to be connectable / disconnectable via the second clutch C2, and are upstream of the second clutch C2. A brake B1 is provided. Further, the carrier 55 is connected to the first transmission path via the third transmission path downstream from the first clutch C1 and upstream from the generator GEN. The third transmission path includes the third clutch C3. Is provided.

  Also in the vehicle drive device 20B of the present modification, as in the vehicle drive device 20 of the second embodiment, there are eight travel modes (first and fourth engine travel, first and second motor drive, first and second motor drive). 2EV traveling, series / parallel traveling and series traveling by engine and motor drive) are possible.

(Third Modification of Second Embodiment)
Next, the vehicle drive device of the 3rd modification of 2nd Embodiment is demonstrated with reference to FIG.
FIG. 27 is a schematic configuration diagram of a vehicle drive device according to a third modified example of the second embodiment, and a diagram showing a transmission path. The vehicle drive device 20C according to this modified example is shown in FIG. In the vehicle drive device 20 of the embodiment, a one-way clutch OWC is disposed on a damper output shaft 21 that connects the carrier 55 and the engine output shaft 12. The one-way clutch OWC allows rotation of the damper output shaft 21 in a predetermined direction and prevents rotation in the direction opposite to the predetermined direction (reverse rotation). In other words, the engine ENG is allowed to rotate only in the forward direction, and cannot rotate in the reverse direction. Other than that, since it is the same as the vehicle drive device 20 of the second embodiment, the same parts are denoted by the same or corresponding reference numerals, and the description thereof will be simplified or omitted.

  In the vehicle drive device 20C of the present modification, the engine ENG is prevented from reverse rotation and stopped by the one-way clutch OWC when the generator GEN is driven in the reverse rotation direction. As a result, the power of the generator GEN is reversed by the planetary gear mechanism 50, that is, rotated and transmitted in the forward rotation direction. Therefore, the number of EV travel modes driven by the motor MOT and the generator GEN can be increased as compared with the vehicle drive device 20 of the second embodiment.

  That is, in addition to the first EV traveling by only the power of the motor MOT and the second EV traveling by the combined power of the motor MOT and the generator GEN, the third EV traveling by only the power of the generator GEN, and the power of the motor MOT and the generator GEN. The fourth EV traveling by the added power (both output routes are different from the first and second EV traveling) is possible. This allows traveling in 10 different modes.

The power transmission during the third and fourth EV travel added below will be described.
<Third EV traveling (EV3)>
FIG. 28 is a diagram illustrating power transmission during the third EV traveling.
In the third EV traveling, the one-way clutch OWC is locked by engaging the first clutch C1, releasing the second and third clutches C2, C3, and the brake B1, and driving the generator GEN in the reverse rotation direction. The power of the generator GEN is transmitted to the output shaft 23 via the first input / output shaft 24, the driven sprocket 32, the chain 33, the drive sprocket 31, the sun gear 52, the ring gear 51, and the driven gear 42, and the output gear 43, the differential device. It is transmitted to the drive wheel via D. At this time, the engine ENG is stopped by the one-way clutch OWC.

<4th EV travel (EV4)>
FIG. 29 is a diagram for explaining power transmission during the fourth EV traveling.
In the fourth EV traveling, the first clutch C1 is engaged, the second and third clutches C2, C3, and the brake B1 are released, the generator GEN is driven in the reverse rotation direction, and the motor MOT is driven in the power running (forward rotation). As a result, the one-way clutch OWC is locked, and the power of the generator GEN is output to the output shaft via the first input / output shaft 24, the driven sprocket 32, the chain 33, the drive sprocket 31, the sun gear 52, the ring gear 51, and the driven gear 42. 23, and further, the power of the motor MOT is transmitted to the output shaft 23 via the driven gear 42, and is transmitted to the drive wheels via the output gear 43 and the differential device D. That is, the power of the generator GEN and the power of the motor MOT are added and transmitted to the drive wheels. Also at this time, the engine ENG is stopped by the one-way clutch OWC.

  FIG. 30 shows operating states of the first clutch C1, the second clutch C2, the third clutch C3, the brake B1, and the one-way clutch OWC in each of the added EV driving modes (third EV driving and fourth EV driving) described above. It is a table | surface which shows collectively.

  As described above, according to the vehicle drive device 20C of the present modified example, the engine ENG and the carrier 55 are connected via the one-way clutch OWC, so that the third EV traveling using only the generator GEN and the generator The fourth EV traveling by GEN and motor MOT becomes possible.

  The one-way clutch OWC includes the vehicle drive device 10 according to the first embodiment and the vehicle drive devices 10A and 10B according to the modified example, the vehicle drive device 20 according to the second embodiment and the vehicle drive device according to the modified example. You may use for 20A and 20B, and can increase the mode of EV driving | running by it.

(Fourth modification of the second embodiment)
FIG. 31 is another layout example of the vehicle drive device 20C of the third modified example of the second embodiment shown in FIG. 27, and a damper output that connects the planetary gear mechanism 50 (carrier 55) and the engine output shaft 12 to each other. A one-way clutch OWC is disposed on the shaft 21, and first and second input / output shafts 24 and 25 are disposed coaxially with the engine output shaft 12 on the inner and outer circumferences.

  The transmission T of the vehicle drive device 20D includes a damper output shaft 21 disposed on the same straight line as the engine output shaft 12 via the damper 13, and between the damper output shaft 21 and the first input / output shaft 24. The arranged planetary gear mechanism 50, the first input / output shaft 24 connected to the sun gear 52 via the first clutch C1 and connected to the carrier 55 via the third clutch C3, and the first input / output inside. A hollow second input / output shaft 25 through which the shaft 24 is inserted so as to be relatively rotatable and an output shaft 23 connected to the differential device D are arranged with their axes parallel to each other.

  At the end of the first input / output shaft 24 opposite to the engine ENG, a brake B1 is disposed as a braking means for fastening and releasing with the case 11 of the transmission T. A second clutch C2 is provided between the second input / output shaft 25 and the rotor 15 of the generator GEN.

  When the first clutch C1 is engaged, the first input / output shaft 24 and the sun gear 52 are connected, and when the first clutch C1 is released, the first input / output shaft 24 and the sun gear 52 are disconnected. Also, when the third clutch C3 is engaged, the first input / output shaft 24 and the carrier 55 are connected, and when the third clutch C3 is released, the first input / output shaft 24 and the carrier 55 are disconnected. When the second clutch C2 is engaged, the second input / output shaft 25 and the rotor 15 of the generator GEN are connected, and when the second clutch C2 is released, the second input / output shaft 25 and the rotor 15 of the generator GEN are disconnected. It is. Further, when the brake B1 is fastened, the first input / output shaft 24 and the case 11 are connected, the first input / output shaft 24 becomes non-rotatable with respect to the case 11, and when the brake B1 is released, the first input / output shaft 24 is connected. Is separated from the case 11 and is rotatable with respect to the case 11.

  A drive gear 41 is attached to the second input / output shaft 25 on the opposite side of the motor MOT so as to be integrally rotatable. The drive gear 41 meshes with a driven gear 42 that is attached to the output shaft 23 so as to be integrally rotatable. Further, another driven gear 44 attached to the output shaft 23 so as to be integrally rotatable meshes with a gear formed on the outer peripheral surface of the ring gear 51. An output gear 43 connected to the differential device D is attached to the output shaft 23 so as to be integrally rotatable. Therefore, the power transmitted from the second input / output shaft 25 and the ring gear 51 to the output shaft 23 is transmitted from the output gear 43 to the drive wheel (not shown) via the differential device D, and conversely, the power from the drive wheel. Is transmitted to the second input / output shaft 25 and the ring gear 51 via the output shaft 23.

  In the vehicle drive device 20D of the fourth modified example of the second embodiment, the drive sprocket 31, the chain 33, and the driven sprocket 32 arranged in the vehicle drive device 20C of the third modified example of the second embodiment are unnecessary. Become. Other operations and effects are the same as those of the vehicle drive device 20C of the third modified example of the second embodiment.

  In addition, this invention is not limited to each embodiment mentioned above and its modification, A deformation | transformation, improvement, etc. are possible suitably. For example, the present invention can be mounted on various vehicles such as a hybrid vehicle, a plug-in hybrid vehicle, and a range extender, and has the same effect.

B1 Brake (braking means)
C1 first clutch (first connecting / disconnecting means)
C2 Second clutch (second connecting / disconnecting means)
C3 3rd clutch (3rd connection / disconnection means)
ENG engine GEN generator (second electric motor)
GR, GR1, GR2 Reduction ratio MOT motor (first electric motor)
OWC One-way clutch R1 First transmission path R2 Second transmission path R3 Third transmission path 10, 10A, 10B, 20, 20A, 20B, 20C, 20D Vehicle drive device 23 Output shaft 50 Planetary gear mechanism 51 Ring gear (third rotation) element)
52 Sun gear (first rotating element)
55 Carrier (second rotating element)

Claims (32)

Engine,
A first electric motor;
A second electric motor;
A planetary gear mechanism having first to third rotating elements,
The first rotating element is connected to the output shaft via a first transmission path;
The second rotating element is connected to the engine;
The third rotating element is connected to the output shaft via a second transmission path;
In the first transmission path, the first electric motor is provided, and further, the second electric motor is provided between the first electric motor and the first rotating element, and the second electric motor and the The first rotating element is connected to be connectable via a first connecting / disconnecting means, and the second motor and the first motor are connected to be connectable / disconnectable via a second connecting / disconnecting means. A vehicular drive device, wherein braking means is provided upstream of the connecting / disconnecting means.   2. The vehicle drive device according to claim 1, wherein the first transmission path has a reduction ratio larger than that of the second transmission path.   The vehicle drive device according to claim 1 or 2, wherein the engine and the second rotating element are connected via a one-way clutch. The second rotating element is connected to the first transmission path via a third transmission path downstream of the first connecting / disconnecting means and upstream of the second electric motor,
The vehicle drive device according to any one of claims 1 to 3, wherein a third connecting / disconnecting means is provided in the third transmission path.   With the first connecting / disconnecting means fastened, the second connecting / disconnecting means and the braking means being opened, the engine is operated, the second motor is regeneratively driven, and the first motor is driven by powering. The vehicle drive device according to any one of claims 1 to 3.   The vehicle according to any one of claims 1 to 3, wherein the first electric motor is driven by power running in a state where all of the first connecting / disconnecting means, the second connecting / disconnecting means, and the braking means are opened. Drive device.   4. The power running drive of the first motor and the second motor with the second connecting / disconnecting means fastened and the first connecting / disconnecting means and the braking means opened. The vehicle drive device according to any one of the above.   4. The engine according to claim 1, wherein the engine is operated in a state in which the first connecting / disconnecting unit and the second connecting / disconnecting unit are fastened and the braking unit is opened. Vehicle drive device.   4. The engine is operated in a state in which the braking means is fastened and one of the first connecting / disconnecting means and the second connecting / disconnecting means is opened or both are opened. The vehicle drive device according to any one of the above.   The vehicle drive device according to claim 6, wherein the engine is started by fastening the braking means during EV traveling.   During EV traveling, only the first connecting / disconnecting means is fastened, or the first connecting / disconnecting means and the second connecting / disconnecting means are fastened, and the second motor is driven by powering. The vehicle drive device according to claim 6, wherein the vehicle drive device is started.   The vehicle drive device according to claim 7, wherein the engine is started by further fastening the braking means during EV traveling.   The vehicle drive device according to claim 7, wherein the engine is started by further fastening the first connecting / disconnecting means during EV traveling.   While the vehicle is stopped, the first connecting / disconnecting means is fastened to power-drive the second motor, and the engine is started by power-running the first motor so that the output shaft does not rotate. The vehicle drive device according to any one of claims 1 to 3.   With the third connecting / disconnecting means fastened and the first connecting / disconnecting means, the second connecting / disconnecting means, and the braking means opened, the engine is operated, the second electric motor is regeneratively driven, 5. The vehicle drive device according to claim 4, wherein one motor is driven by powering.   With the first connecting / disconnecting means fastened and the second connecting / disconnecting means, the third connecting / disconnecting means, and the braking means opened, the engine is operated, the second electric motor is regeneratively driven, 5. The vehicle drive device according to claim 4, wherein one motor is driven by powering.   5. The engine is operated with the second connecting / disconnecting means and the third connecting / disconnecting means being fastened and the first connecting / disconnecting means and the braking means being opened. Vehicle drive system.   5. The engine is operated with the first connecting / disconnecting means and the second connecting / disconnecting means being fastened and the third connecting / disconnecting means and the braking means being opened. Vehicle drive system.   5. The engine is operated with the first connecting / disconnecting means and the third connecting / disconnecting means being fastened and the second connecting / disconnecting means and the braking means being opened. Vehicle drive system.   The engine travels by operating the engine in a state where the first connecting / disconnecting means and the braking means are fastened and the second connecting / disconnecting means and the third connecting / disconnecting means are opened. The vehicle drive device according to claim 4.   5. The vehicle according to claim 4, wherein the first electric motor is driven by powering in a state where all of the first connecting / disconnecting unit, the second connecting / disconnecting unit, the third connecting / disconnecting unit, and the braking unit are opened. Drive device.   The first electric motor and the second electric motor are power running driven in a state where the second connecting / disconnecting means is fastened and the first connecting / disconnecting means, the third connecting / disconnecting means and the braking means are opened. The vehicle drive device according to claim 4. The engine and the second rotating element are connected via a one-way clutch,
The second rotating element is connected to the first transmission path via a third transmission path downstream of the first connecting / disconnecting means and upstream of the second electric motor,
The third transmission path is provided with a third connection / disconnection means,
2. The power running drive of the second electric motor with the first connecting / disconnecting means fastened and the second connecting / disconnecting means, the third connecting / disconnecting means, and the braking means opened. 2. The vehicle drive device according to 2. The engine and the second rotating element are connected via a one-way clutch,
The second rotating element is connected to the first transmission path via a third transmission path downstream of the first connecting / disconnecting means and upstream of the second electric motor,
The third transmission path is provided with a third connection / disconnection means,
The first electric motor and the second electric motor are driven by power running in a state where the first connecting / disconnecting means is fastened and the second connecting / disconnecting means, the third connecting / disconnecting means and the braking means are opened. The vehicle drive device according to claim 1 or 2. Engine,
A first electric motor;
A second electric motor;
A planetary gear mechanism having first to third rotating elements,
The first rotating element is connected to the output shaft via a first transmission path;
The second rotating element is connected to the engine;
The third rotating element is connected to the output shaft via a second transmission path;
A first connecting / disconnecting means is provided in the second transmission path,
In the first transmission path, the first electric motor is provided, and further, the second electric motor is provided between the first electric motor and the first rotating element, and the second electric motor and the A vehicular drive apparatus, wherein the first electric motor is connected to be connectable via a second connecting / disconnecting means, and a braking means is provided upstream of the second connecting / disconnecting means. The second rotating element is connected to the first transmission path on the upstream side of the second electric motor via a third transmission path,
26. The vehicle drive device according to claim 25, wherein third connection / disconnection means is provided in the third transmission path. Engine,
A first electric motor;
A second electric motor;
A planetary gear mechanism having first to third rotating elements,
The first rotating element is connected to the output shaft via a first transmission path;
The second rotating element is connected to the engine;
The third rotating element is connected to the output shaft via a second transmission path;
In the first transmission path, the first electric motor is provided, and further, the second electric motor is provided between the first electric motor and the first rotating element, and the second electric motor and the The first rotating element is connected to be connectable via a first connecting / disconnecting means, and the second electric motor and the first motor are connected to be connectable / disconnectable via a second connecting / disconnecting means,
The second rotating element is connected to the first transmission path via a third transmission path downstream of the first connecting / disconnecting means and upstream of the second electric motor,
A vehicle drive device characterized in that a third connection / disconnection means is provided in the third transmission path.   The vehicle drive device according to any one of claims 25 to 27, wherein the first transmission path has a larger reduction ratio than the second transmission path.   The vehicle drive device according to any one of claims 25 to 28, wherein the engine and the second rotating element are connected via a one-way clutch.   Based on both the load and the temperature of the first motor, the first EV travel using only the first motor as a drive source and the second EV travel using both the first motor and the second motor as drive sources. The vehicle drive device according to any one of claims 1 to 4, 25 to 29, wherein the vehicle drive device is selected.   The vehicle drive device according to claim 30, wherein when the temperature of the first electric motor is equal to or higher than a predetermined temperature, the second EV traveling is selected regardless of the load.   32. The output sharing ratio between the first motor and the second motor is adjusted according to a temperature difference between the first motor and the second motor in the second EV traveling. The vehicle drive device as described.

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