JP4228954B2 - Hybrid vehicle drive system - Google Patents

Hybrid vehicle drive system Download PDF

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Publication number
JP4228954B2
JP4228954B2 JP2004079267A JP2004079267A JP4228954B2 JP 4228954 B2 JP4228954 B2 JP 4228954B2 JP 2004079267 A JP2004079267 A JP 2004079267A JP 2004079267 A JP2004079267 A JP 2004079267A JP 4228954 B2 JP4228954 B2 JP 4228954B2
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output
gear
element
torque
mechanism
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JP2005155891A (en
Inventor
隆史 太田
正隆 杉山
昌俊 足立
英明 駒田
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トヨタ自動車株式会社
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0818Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts comprising means for power-shifting
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H37/00Combinations of mechanical gearings, not hereinbefore provided for
    • F16H37/02Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings
    • F16H37/06Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/103Power split variators with each end of the CVT connected or connectable to a Ravigneaux set
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H2200/00Transmissions for multiple ratios
    • F16H2200/20Transmissions using gears with orbital motion
    • F16H2200/203Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2064Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/6221Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the parallel type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/623Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the series-parallel type
    • Y02T10/6239Differential gearing distribution type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y02T10/7077Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors on board the vehicle

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving device capable of reducing the loss of power, and being miniaturized to improve the on-vehicle loadability. <P>SOLUTION: This driving device of a hybrid car has a distributing mechanism 4 constituted as a gear mechanism having four rotating elements by combining two sets of planetary gear mechanisms, any one of the rotary elements is acted as an input element 6 to which torque is input from an internal combustion engine 1, any one of the other elements is acted as a reaction element 5 to which reaction torque to the torque of the input element 6 is input from a power generator 2, the other two element are acted as output elements 8, 10 performing differential action with the input element 6 and the reaction element 5, and two output elements 8, 10 are selectively connected with an output member 16 by connecting mechanisms 21, 22. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a hybrid vehicle including a plurality of types of power units as a power source for traveling of the vehicle, and in particular, torque distribution between an internal combustion engine and an electric power source such as a motor / generator and an output member. The present invention relates to a hybrid vehicle drive device configured to perform composition or transmission via a plurality of planetary gear mechanisms.

  As is well known, the most efficient driving state of the internal combustion engine does not necessarily match the driving state of the internal combustion engine for satisfying the travel required by the vehicle, so that the fuel consumption of the vehicle using the internal combustion engine as a power source is improved. In order to reduce exhaust gas, it is necessary to use another drive mechanism such as a transmission together. One example is a hybrid vehicle that uses a generator and an electric motor in combination with an internal combustion engine. The internal combustion engine can be operated at an efficient operating point, and the driving torque required for the vehicle can be added by the electric motor. Since the electric power can be used for traveling, the fuel efficiency can be improved while satisfying the demand for traveling.

  There are various types of combinations of an internal combustion engine and an electric motor or generator in a hybrid vehicle. In addition to using a motor / generator for energy regeneration and torque assist, power generation for controlling the rotational speed of the internal combustion engine and torque assist is also possible. A hybrid vehicle using a motor / generator or a generator has been proposed. An example thereof is described in Patent Document 1. The apparatus described in Patent Document 1 includes a gear mechanism having five input elements, reaction force elements, and five elements as output elements by interconnecting three sets of planetary gear mechanisms to each other. The internal combustion engine is connected to the element, the first motor / generator is connected to the predetermined reaction force element, and the remaining three elements are selectively connected to the output member to selectively select the three elements. It is configured to be an output element. The second motor / generator is connected to one of the output elements.

Therefore, in the apparatus described in Patent Document 1, the rotational speed of the output element is intermediate between the rotational speed of the input element connected to the internal combustion engine and the rotational speed of the reaction force element connected to the first motor / generator. At least two drives, the number of rotations of the output element and the number of rotations of the output element are higher than the number of rotations of the input element and the reaction force element. The state can be set. In the former case, since the rotation speed of the output element is lower than the input rotation speed, the output torque of the internal combustion engine appears in a so-called amplified state at the output element or the output member connected thereto. On the other hand, in the latter case, the torque appearing on the output member is smaller than the output torque of the internal combustion engine.
JP 2000-108693 A

  In the device described in Patent Document 1, the gear mechanism that distributes the output torque of the internal combustion engine to the first motor / generator and the output element has a substantial gear ratio depending on how the output element is selected. Functions as a changing transmission. Therefore, since the ratio of the torque transmitted from the internal combustion engine to the output member can be changed, the operating state of the internal combustion engine can be changed particularly greatly, or the assist torque by the second motor / generator can be particularly increased. In other words, the requirements for traveling can be met to some extent.

  However, in the apparatus described in the above-mentioned Patent Document 1, a three-element planetary gear mechanism having a differential action is combined to form a five-element gear mechanism, and three elements among them are selectively output elements. Therefore, there has been a problem that the configuration of the gear mechanism becomes large and complicated.

  The present invention has been made paying attention to the above technical problem, and has as its object to provide a drive device for a hybrid vehicle that is excellent in a vehicle and that can suppress power loss.

In order to achieve the above object, according to the first aspect of the present invention, an internal combustion engine and a generator are connected to an output member via a distribution mechanism having a differential action, and input from the internal combustion engine to the distribution mechanism. In the hybrid vehicle drive device that applies a reaction torque to the output torque by the generator and outputs the torque to the output member, the distribution mechanism combines four planetary gear mechanisms into four rotating elements. The rotating element is an input element to which torque is input from the internal combustion engine, and any of the other elements has a reaction torque against the torque of the input element. The other two elements that make a differential action with the input element and the reaction force element are output elements, and these two output elements are selected as the output members. To e Bei a coupling mechanism for coupling, the coupling mechanism controlled by the connecting simultaneously the two output elements to the output member, characterized by comprising control means for forming a mechanical direct gear stage driven Device. The generator includes a motor / generator having both functions of an electric motor and a generator, or a similar device.

According to a second aspect of the present invention , an internal combustion engine and a generator are connected to an output member via a distribution mechanism having a differential action, and the power generation is performed with respect to torque input from the internal combustion engine to the distribution mechanism. In the hybrid vehicle drive device that applies reaction force torque by a machine and outputs torque to the output member, the distribution mechanism is configured as a gear mechanism having four rotating elements by combining two planetary gear mechanisms, Any one of the rotating elements is an input element to which torque is input from the internal combustion engine, and any one of the other elements is a reaction force element in which a reaction torque with respect to the torque of the input element is input from the generator The other two elements having a differential action together with the input element and the reaction force element are output elements, and a coupling mechanism that selectively couples the two output elements to the output member Provided and, between the output member and the dispensing mechanism, transmission capable of varying a speed ratio at least two stages are provided, the coupling mechanism, the relative rotational speed of said reaction element When the rotation speed of the input element is high, one output element having a higher rotation speed than that of the input element is connected to the output member via the transmission in the state of the low speed gear ratio with the largest speed ratio. And the other output element having an intermediate rotational speed between the reaction force element and the input element through the transmission in a state where the speed ratio is lower than the low speed speed ratio. A mechanism connected to the member, and the mutual relationship between the four rotating elements is represented by four line segments arranged parallel to each other at intervals based on the gear ratio of each planetary gear mechanism. In the diagram, the reaction force element and the input element It is located on both sides of any one output element, and the other output element is located on the opposite side of the one output element with the input element in between, and controls the coupling mechanism Then, the driving device is characterized by comprising control means for simultaneously connecting the two output elements to the output member and forming a mechanical direct-coupled gear stage with the transmission .

Furthermore, the invention of claim 3 connects an internal combustion engine and a generator to an output member via a distribution mechanism having a differential action, so that the power generation is performed with respect to torque input from the internal combustion engine to the distribution mechanism. In the hybrid vehicle drive device that applies reaction force torque by a machine and outputs torque to the output member, the distribution mechanism is configured as a gear mechanism having four rotating elements by combining two planetary gear mechanisms, Any one of the rotating elements is an input element to which torque is input from the internal combustion engine, and any one of the other elements is a reaction force element in which a reaction torque with respect to the torque of the input element is input from the generator The other two elements having a differential action together with the input element and the reaction force element are output elements, and the coupling device selectively connects the two output elements to the output member. Includes a pre-Symbol planetary tooth gear mechanism is constituted by a Ravigneaux type planetary gear mechanism having a carrier and a ring gear of the respective one and two sun gears, together with the internal combustion engine is connected to the ring gear, the generator is the The transmission is connected to a first sun gear that forms a single pinion type planetary gear mechanism together with a ring gear, and the transmission has at least two pairs of gears for first speed and second speed having different transmission ratios, and the connection mechanism Includes a mechanism for selectively connecting the output member to a second sun gear that forms a double pinion type planetary gear mechanism together with the ring gear via the first speed gear pair, and a second speed gear pair to the carrier. It has a mechanism for selectively connecting the output member via the interrelation of the four rotating elements, based on the gear ratio of each planetary gear mechanism In a collinear diagram represented by four line segments arranged parallel to each other with a space therebetween, the reaction force element and the input element are located on both sides of any one output element, and the other A first clutch mechanism configured to selectively connect the one output element to the output member, the output element being configured to be positioned opposite to the one output element across the input element; And a second clutch mechanism for selectively connecting the other output element to the output member, and simultaneously engaging the first clutch mechanism and the second clutch mechanism to form a mechanically connected gear stage. The driving device is characterized by further comprising a control means .

Et al is, the invention of claim 4 is an internal combustion engine and the generator, coupled to the output member through a dispensing mechanism with a differential action, with respect to the torque inputted to the distributing mechanism from the internal combustion engine In the hybrid vehicle driving apparatus that applies reaction force torque by the generator and outputs torque to the output member, the distribution mechanism is configured as a gear mechanism having four rotating elements by combining two planetary gear mechanisms. Any one of the rotating elements is an input element to which torque is input from the internal combustion engine, and any one of the other elements is a reaction force torque to the torque of the input element that is input from the generator. The other two elements that are differential elements together with the input element and the reaction force element are output elements, and a coupling machine that selectively couples the two output elements to the output member In the collinear diagram, the reciprocal relationship between the four rotating elements is represented by four line segments arranged parallel to each other at intervals based on the gear ratios of the planetary gear mechanisms. The force element and the input element are located on both sides of any one output element, and the other output element is located on the opposite side of the one output element across the input element. And a control means for controlling the connecting mechanism to simultaneously connect the two output elements to the output member to form a mechanical direct connection speed.
Furthermore, the invention of claim 5 has the power for assisting driving torque by being connected to the other output element or a member integrated with the other output element in addition to the structure of any of claims 1 to 4. output to the motor and is further provided, said control means, said when the load of the generator or the motor is relatively large, the driving device comprising a call including means for forming said mechanical direct gear stage It is.

In addition to the structure of any one of claims 1 to 4, the invention of claim 6 is connected to the other output element or a member integrated with the other output element to output power for assisting driving torque. An electric motor is further provided, and the control means forms the mechanical direct-coupled shift stage when the temperature of the electric system including the generator or the electric motor or the temperature of the coupling mechanism is equal to or higher than a predetermined value. a drive device, characterized in it to contain.

According to a seventh aspect of the present invention, in addition to the structure of any of the first to fifth aspects, the control means controls the coupling mechanism to change the mechanical direct-coupled gear stage when the vehicle maintains a stopped state. a driving device which is characterized that you comprising means for setting.

Further, the invention according to claim 8 is the invention according to any one of claims 1 to 7, wherein the control means is configured such that the vehicle speed of the vehicle is within a predetermined range, and the vehicle speed and the required driving force are change is in the steady running state of the predetermined value or less, and the machine direct transmission when good fuel efficiency by selecting the stage is a driving device which is characterized that you includes means for forming the mechanical direct gear stage.

According to a ninth aspect of the present invention, in addition to the structure of any one of the first to eighth aspects, the control means is configured such that when the mechanical direct connection speed is selected by a manual operation of a vehicle driver, the mechanical direct connection speed is selected. a driving device which is characterized that you includes means for forming a.

According to a tenth aspect of the present invention, in addition to the configuration of any of the first to ninth aspects, the control means may be configured such that the road information obtained by the navigation device or the communication means indicates that the vehicle is in a steady traveling state such as an expressway or the like. Including means for forming the mechanically connected gear when the road is maintained close to the road
A driving device which is characterized and this.

In addition to the structure of any one of claims 1 to 4, the invention of claim 11 is connected to the other output element or a member integral with the other output element, and outputs electric power for assisting drive torque. Is provided, and the control means, when forming the mechanical direct-coupled speed, depends on the generator or the motor that has a low temperature and a low calorific value or a high allowable temperature. a driving device which is characterized that you comprising means for performing or perform the torque assist, or the regenerative energy.

According to a twelfth aspect of the invention, in the invention of the eleventh aspect, the control means performs torque assist by either the electric motor or the generator when the high speed side gear stage is selected by the transmission. The drive device includes means for regenerating energy by either the electric motor or the generator when selecting a low-speed gear stage in the transmission .

Further, the invention of claim 13 includes, in addition to the structure of any one of claims 1 to 12, further comprising a fixed engagement mechanism for connecting the reaction force element to a predetermined fixing portion and fixing it so as not to rotate. It is the drive device characterized by having.

According to the first aspect of the present invention, there is provided an internal combustion engine that inputs torque to the input element in a state in which one of the two output elements is connected to the output member and a state in which the other output element is connected to the output member. The ratio between the rotational speed and the rotational speed of the output member is different. That is, the ratio of the torque transmitted to the output member out of the torque output from the internal combustion engine can be changed by switching the output element connected to the output member. For this reason, a plurality of drive modes (operation modes) can be selected to select a drive mode suitable for the travel request, and accordingly, energy efficient travel is possible, and a distribution mechanism can be configured with two sets of planetary gear mechanisms. Therefore, the overall configuration of the apparatus can be simplified and miniaturized . In addition, when the two output elements are connected to the output member at the same time by controlling the connecting mechanism to form a mechanical direct connection speed, the transmission ratio between one output element and the output member, and the other output element and the output The number of rotations of the four rotating elements is determined according to the gear ratio with the member and the number of rotations of the output member, and accordingly, the number of revolutions of the internal combustion engine is controlled by the generator via the reaction force element. It will not be done. As a result, conversion between kinetic energy and electric energy and the accompanying energy loss are avoided, which is advantageous for improving fuel efficiency.

According to the invention of claim 2, the internal combustion engine that inputs torque to the input element in the state in which one of the two output elements is connected to the output member and the state in which the other output element is connected to the output member. The ratio between the engine speed and the output member speed is different. That is, the ratio of the torque transmitted to the output member out of the torque output from the internal combustion engine can be changed by switching the output element connected to the output member. For this reason, a plurality of drive modes (operation modes) can be selected to select a drive mode suitable for the travel request, and accordingly, energy efficient travel is possible, and a distribution mechanism can be configured with two sets of planetary gear mechanisms. Therefore, the overall configuration of the apparatus can be simplified and miniaturized. In addition, when the two output elements are connected to the output member at the same time by controlling the connecting mechanism to form a mechanical direct connection speed, the transmission ratio between one output element and the output member, and the other output element and the output The number of rotations of the four rotating elements is determined according to the gear ratio with the member and the number of rotations of the output member, and accordingly, the number of revolutions of the internal combustion engine is controlled by the generator via the reaction force element. It will not be done. As a result, conversion between kinetic energy and electric energy and the accompanying energy loss are avoided, which is advantageous for improving fuel efficiency. Furthermore, since the output element having a higher rotational speed than the input element in the state where the rotational speed of the input element is higher than that of the reaction force element is connected to the output member via the transmission in the low speed gear ratio state, The substantial transmission ratio by the distribution mechanism can be continuously changed by the generator to perform smooth start and transmission.

Further, according to the invention of claim 3, by simultaneously engaging the first and second clutch mechanisms, one of the two output elements is connected to the output member, and the other output element is output. The ratio between the rotational speed of the internal combustion engine that inputs torque to the input element and the rotational speed of the output member is different from the state of being connected to the member. That is, the ratio of the torque transmitted to the output member out of the torque output from the internal combustion engine can be changed by switching the output element connected to the output member. For this reason, a plurality of drive modes (operation modes) can be selected to select a drive mode suitable for the travel request, and accordingly, energy efficient travel is possible, and a distribution mechanism can be configured with two sets of planetary gear mechanisms. Therefore, the overall configuration of the apparatus can be simplified and miniaturized. Further, by controlling the connecting mechanism to connect the two output elements to the output member at the same time and forming a mechanical direct-coupled gear stage with the transmission, the transmission ratio between the one output element and the output member, and the other The number of rotations of the four rotation elements is determined according to the gear ratio between the output element and the output member and the number of rotations of the output member, and accordingly, the internal combustion engine through the reaction force element by the generator is determined. The speed control is not performed. As a result, conversion between kinetic energy and electric energy and the accompanying energy loss are avoided, which is advantageous for improving fuel efficiency. Furthermore, the configuration of the distribution mechanism can be simplified or miniaturized, and a so-called parallel gear can be adopted for the transmission, so the degree of freedom in setting the transmission ratio can be improved.

According to the fourth aspect of the present invention, there is provided an internal combustion engine that inputs torque to the input element in a state in which one of the two output elements is connected to the output member and a state in which the other output element is connected to the output member. The ratio between the rotational speed and the rotational speed of the output member is different. That is, the ratio of the torque transmitted to the output member among the torque output from the internal combustion engine can be changed by switching the output element connected to the output member. For this reason, a plurality of drive modes (operation modes) can be selected to select a drive mode suitable for travel requirements, and accordingly, energy efficient travel is possible, and a distribution mechanism can be configured with two sets of planetary gear mechanisms. Therefore, the overall configuration of the apparatus can be simplified and miniaturized. In addition, when the two output elements are connected to the output member at the same time by controlling the connecting mechanism to form a mechanical direct connection speed, the transmission ratio between one output element and the output member, and the other output element and the output The number of rotations of the four rotating elements is determined according to the gear ratio with the member and the number of rotations of the output member, and accordingly, the number of revolutions of the internal combustion engine is controlled by the generator via the reaction force element. It will not be done. As a result, conversion between kinetic energy and electric energy and the accompanying energy loss are avoided, which is advantageous for improving fuel efficiency.
Furthermore, according to the invention of claim 5, in addition to obtaining the same effect as any of the inventions of claims 1 to 4, the generator and the motor do not perform a power running operation or a regenerative operation. Loss (heat generation) is eliminated, and as a result, the temperature of each mechanism and the temperature of the lubricating oil can be lowered, or the temperature rise can be suppressed .

On the other hand, according to the sixth aspect of the invention, in addition to obtaining the same effect as any of the first to fourth aspects of the invention, by setting the mechanical direct connection gear stage, the loss of electric energy and the accompanying heat generation can be reduced. As a result, it is possible to prevent an increase in temperature of the generator, the electric motor, the coupling mechanism or the oil thereof.

According to the seventh aspect of the invention, in addition to obtaining the same effect as that of any of the first to sixth aspects, the output member and the internal combustion engine are directly connected, so that the vehicle is maintained in a stopped state. For this purpose, the inertial force and frictional force of the internal combustion engine can be used.

According to the invention of claim 8, in addition to obtaining the same effect as the effect of any one of claims 1 to 7, the fuel consumption of the internal combustion engine can be improved.

According to the ninth aspect of the invention, in addition to obtaining the same effect as that of any of the first to eighth aspects of the invention described above, the mechanical direct connection speed stage is formed by the manual operation of the driver.

According to the invention of claim 10, in addition to obtaining the same effect as the effect of any one of the above-described inventions of claims 1 to 9, the road information obtained by the navigation device or the communication means is obtained by the vehicle. The direct gear shift stage is formed when the road is a steady road such as an expressway or a road that maintains a run close to this.

According to the invention of claim 11, in addition to obtaining the same effect as the effect of any one of the above-described inventions of claims 1 to 4 , the generator or the motor has a low temperature and a calorific value. Torque assist or energy regeneration is performed depending on whether the temperature is low or the allowable temperature is high.

According to the twelfth aspect of the present invention, in addition to obtaining the same effect as that of the above-described eleventh aspect of the present invention , when selecting the high speed side gear stage with the transmission, either the electric motor or the generator is selected. When torque assist is performed by one of them and a low speed side gear is selected by the transmission, energy is regenerated by either the motor or the generator. Therefore, it is possible to continue traveling of the vehicle while maintaining the charging capacity of the power storage device such as a battery within a predetermined range.

Furthermore, according to the invention of claim 13, in addition to obtaining the same effect as the effect of any one of claims 1 to 12 described above, the generator is not caused to function by fixing the reaction force element. In this case, electric power is not transmitted, so that loss due to energy change or loss during electric energy transmission is avoided, which is advantageous in improving fuel consumption.

  Next, the present invention will be described based on specific examples. FIG. 1 is a skeleton diagram showing an example of a drive device according to the present invention. The example shown here includes an internal combustion engine 1 and first and second motor / generators 2 and 3 as a power device, and is an internal combustion engine. The output torque of the engine 1 is distributed to the first motor / generator (MG1) 2 and the output side by the distribution mechanism 4, and the drive torque is assisted (supplied) by the second motor / generator (MG2) 3. This is a so-called mechanically distributed two-motor hybrid drive.

  The internal combustion engine 1 is a power engine that outputs power by burning fuel such as a gasoline engine, a diesel engine, or a natural gas engine. Preferably, a load such as a throttle opening can be electrically controlled, It is an internal combustion engine that can be set to the optimum operating point with the best fuel efficiency by controlling the rotational speed with respect to the load. Hereinafter, the internal combustion engine 1 is referred to as an engine 1.

  As each of the motor generators 2 and 3, a permanent magnet type synchronous motor can be used and can function as an electric motor and a generator. In the specific example shown in FIG. 1, the first motor / generator 2 mainly functions as a generator, and therefore the first motor / generator 2 corresponds to the generator of the present invention.

  The distribution mechanism 4 is configured by substantially combining two sets of planetary gear mechanisms. In the example shown in FIG. 1, a Ravigneaux type planetary gear combining a single pinion type planetary gear mechanism and a double pinion type planetary gear mechanism. The mechanism is being used. Specifically, between the first sun gear (S1) 5 that is an external gear and the ring gear (R) 6 that is an internal gear concentrically arranged with respect to the first sun gear 5, A long pinion 7 meshing with one sun gear 5 and a ring gear 6 is arranged, and a single pinion type planetary gear mechanism is constituted by the three of the first sun gear 5, the ring gear 6 and the long pinion 7. Further, a second sun gear (S2) 8 is arranged on the same axis line adjacent to the first sun gear 5, and a short pinion 9 meshing with the second sun gear 8 meshes with the long pinion 7, so that the first sun gear (S2) 8 is meshed with the long pinion 7. A double pinion type planetary gear mechanism is constituted by four members including the two sun gears 8, the pinions 9 and 7, and the ring gear 6. A plurality of pairs of long pinions 7 and short pinions 9 meshing with each other are provided, and these pinions 7 and 9 are held by a carrier (C) 10 so as to rotate and revolve.

  Torque is input from the engine 1 to the ring gear 6 in the distribution mechanism 4. Therefore, the ring gear 6 is an input element of the present invention. Although FIG. 1 shows a configuration in which the engine 1 is directly coupled to the ring gear 6, a torque converter or a starting clutch (not shown) may be provided between the engine 1 and the ring gear 6. Further, the first sun gear 5 in the distribution mechanism 4 is configured to transmit torque from the first motor / generator 2. Therefore, the first sun gear 5 is a reaction force element of the present invention. Specifically, a reaction force shaft 11 is disposed on the same axis as the engine 1, and the end of the reaction force shaft 11 opposite to the engine 1 side is connected to the first motor It is connected to the rotor of the generator 2. The stator of the first motor / generator 2 is connected and fixed to a fixed part such as the casing 13.

  The distribution mechanism 4 described above uses four elements, which are a ring gear 6 as an input element, a first sun gear 5 as a reaction force element, a second sun gear 8 and a carrier 10, as rotational elements. Therefore, the second sun gear 8 and the carrier 10 are selectively used as output elements. The ring gear 6, the first sun gear 5 or the second sun gear 8, and the carrier 10 are configured to generate a differential action.

  A coupling mechanism for selectively transmitting torque between the output element and the output member is provided. In the specific example shown in FIG. 1, the synchronous coupling mechanism in the transmission corresponds to the coupling mechanism of the present invention. More specifically, first and second intermediate shafts 14 and 15, which are hollow shafts, are rotatably fitted on the outer peripheral side of the reaction force shaft 11. A second intermediate shaft 15 on the outer peripheral side is connected to the carrier 10, a first intermediate shaft 14 on the inner peripheral side is connected to the second sun gear 8, and the front end side of the second intermediate shaft 15 ( Projecting to the opposite side of the engine 1).

  An output shaft 16 corresponding to the output member of the present invention is rotatably arranged at a predetermined distance from the intermediate shafts 14 and 15 and in parallel with the intermediate shafts 14 and 15. A first speed gear pair 17 and a third speed gear pair 18 are disposed between the first intermediate shaft 14 and the output shaft 16. These gear pairs 17 and 18 are disposed adjacent to each other in the axial direction. A second speed gear pair 19 and a fourth speed gear pair 20 are disposed between the second intermediate shaft 15 and the output shaft 16. These gear pairs 19 and 20 are disposed adjacent to each other in the axial direction. Each of these gear pairs 17, 18, 19, 20 is composed of a drive gear on the side of each intermediate shaft 14, 15 and a driven gear on the side of the output shaft 16 that is always meshed therewith. The ratio of the number of teeth of the driven gear to the number of teeth is set so as to gradually decrease in order from the first speed gear pair 17 to the fourth speed gear pair 20. Therefore, these gear pairs 17 to 20 constitute a so-called parallel gear type transmission, and the first speed gear pair 17 sets the low speed gear ratio in the present invention.

  The driven gears in each of the gear pairs 17 to 20 are held rotatably with respect to the output shaft 16. Synchronous coupling mechanisms (synchronizers) 21 and 22 for selectively coupling these driven gears to the output shaft 16 are provided, of which the first synchronous coupling mechanism 21 is the first speed gear. The second speed coupling pair 22 is disposed between the second speed gear pair 19 and the fourth speed gear pair 20. The second synchronous coupling mechanism 22 is disposed between the pair 17 and the third speed gear pair 18. . These synchronous coupling mechanisms 21 and 22 have the same configuration as that conventionally known, and sleeves 21s and 22s are spline-fitted on the outer peripheral side of the hubs 21h and 22h integrated with the output shaft 16, By moving the sleeves 21s and 22s in the axial direction, the sleeves 21s and 22s are fitted to the splines formed in the adjacent driven gears, and the hubs 21h and 22h, that is, the output shaft 16 and the driven gear are connected so as to transmit torque. It is configured.

  An output gear 23 attached to the output shaft 16 is meshed with a ring gear 25 of a differential (final reduction gear) 24. Further, the output shaft 16 and the rotor of the second motor / generator 3 are connected via a gear pair 26. The stator of the second motor / generator 3 is connected and fixed to a fixed part such as the casing 13. Therefore, the second motor / generator 3 transmits torque directly to the output member.

  Although not specifically shown, each motor / generator 2, 3 is connected to a power storage device such as a battery and an inverter, and its power running and regeneration are electrically controlled. Power can be exchanged between them. Moreover, although it can also comprise so that switching control of the synchronous connection mechanisms 21 and 22 may be performed manually, it can also electrically control using a suitable actuator. The switching control can be performed by, for example, a microcomputer mainly using an electronic control unit, and the electronic control unit or functional means for executing the switching control corresponds to the switching unit of the present invention.

  Next, the operation of the above drive device will be described. As described above, the distribution mechanism 4 can selectively use the second sun gear 8 and the carrier 10 as output elements. The selection of the output element is performed by the synchronous coupling mechanisms 21 and 22 in the example shown in FIG. Depending on the manner of selection, that is, when the second sun gear 8 is used as an output element and when the carrier 10 is used as an output element, the drive torque relative to the output torque of the engine 1 or the output shaft torque appearing on the output shaft 16 The relationship changes. In other words, the overall operation mode of the drive device changes.

  FIG. 2 is a chart collectively showing the relationship between the operation states of the synchronous coupling mechanisms 21 and 22 (that is, the positions of the sleeves 21s and 22s) and the set gear positions. In FIG. 2, “17 side”, “18 side”, and the like indicate directions in which the sleeves 21 s and 22 s are moved and engaged, and an X mark indicates that the sleeves 21 s and 22 s are engaged with each other. Indicates neutral state.

  First, the first speed is set by moving the sleeve 21 s of the first synchronous coupling mechanism 21 to the first speed gear pair 17 side and coupling the driven gear to the output shaft 16. In this state, the second sun gear 8 becomes an output element and is connected to the output shaft 16 via the first speed gear pair 17. If this is shown in a nomograph, the state of FIG. 3A is obtained, and the rotational speed of the second sun gear 8 that is an output element in the distribution mechanism 4 is input from the rotational speed of the first sun gear 5 that is a reaction force element. When the rotational speed of the ring gear 6 as an element is set to a high rotational speed, the rotational speed is higher than the rotational speed of the ring gear 6 as an input element. The rotational speed of the output shaft 16 is a rotational speed obtained by reducing the rotational speed of the second sun gear 8 according to the gear ratio of the first speed gear pair 17.

  This first speed is normally set when the vehicle starts, and if all the starting from the stop state is controlled by the above drive device, the engine 1 is controlled to a rotational speed with good fuel consumption, and in this state the first speed is set. The rotational speed of one motor / generator 2 is made significantly higher than the engine rotational speed to stop the rotation of the second sun gear 8 as an output element. If the rotational speed of the first motor / generator 2 is gradually reduced from that state, the rotational speed of the second sun gear 8 gradually increases and the vehicle starts if the rotational speed of the engine 1 is kept constant. In this case, the first motor / generator 2 is controlled so as to reduce the number of revolutions to generate electric power, the electric power is supplied to the second motor / generator 3, and the second motor / generator 3 functions as an electric motor. To assist the driving torque.

  When the rotational speed of the first motor / generator 2 is decreased to increase the rotational speed of the second sun gear 8 as an output element in this way, the rotational speed of the first motor / generator 2 is finally increased as the vehicle speed increases. , It will be the opposite negative rotation. In FIG. 3A, the state is indicated by a solid line, and in this state, the first motor / generator 2 is controlled to increase the speed in the negative rotation direction in order to generate the required reaction force torque. It will be. That is, the first motor / generator 2 acts as an electric motor. This is a state in which the first motor / generator 2 consumes electric power and is in a state of poor energy efficiency. Therefore, in order to avoid this, the operation mode is changed. Specifically, the speed is changed from the first speed to the second speed.

  In the second speed, the carrier 10 is an output element. In the configuration shown in FIG. 1, as an example, when the rotation speed of the first motor / generator 2 is controlled and set in the negative rotation direction as shown in FIG. 3, the rotation of the driven gear in the second speed gear pair 19. And the rotation speed of the output shaft 16 coincide (ie, synchronize). In this synchronized state, the first synchronous coupling mechanism 21 is in a neutral state, and the sleeve 22s in the second synchronous coupling mechanism 22 moves to the second speed gear pair 19 side to connect the driven gear and the output shaft 16 to each other. Engage. The alignment chart in the second speed state is shown in FIG. Therefore, the carrier 10 serves as an output element, and the carrier 10 is connected to the output shaft 16 via the second speed gear pair 19. Since such switching is performed in a synchronized state in which the relative rotational speeds of the members that are connected to each other and the members to be disconnected are the same, no shock occurs, and at least the shock is suppressed.

  In the operation mode in which the carrier 10 is an output element, that is, in the second speed state, the carrier 10 that is an intermediate rotational speed between the ring gear 6 that is the input element and the first sun gear 5 that is the reaction force element is the output element. The torque appearing on the carrier 10 is larger than the output torque of the engine 1. In other words, the distribution mechanism 4 functions as a torque converter.

  In the operation mode set at the second speed, when the engine speed is kept constant, the rotation speed of the carrier 10 as the output element is increased by increasing the rotation speed of the first sun gear 5 as the reaction force element. To do. That is, by rotating the first motor / generator 2 from the negative rotation / power running state to a positive rotation state by gradually decreasing the rotation number, and further increasing the rotation number while functioning as a generator, That is, the vehicle speed increases. In this case, since the electric power generated by the first motor / generator 2 is supplied to the second motor / generator 3 and functions as an electric motor, the driving torque is assisted by the output torque.

  When the rotation speed of the first motor / generator 2 is gradually increased in the second speed state, the rotation speed of the carrier 10 gradually increases and the rotation speed of the first sun gear 5 gradually decreases. Therefore, in the state shown in FIG. 4A, the rotational speed of the driven gear in the third-speed gear pair 18 matches the rotational speed of the output shaft 16 (that is, synchronizes). In this synchronized state, the second synchronized coupling mechanism 22 is in a neutral state, and the sleeve 21s in the first synchronized coupling mechanism 21 moves to the third speed gear pair 18 side to connect the driven gear and the output shaft 16 to each other. Link. The alignment chart in the third speed state is shown in FIG. Accordingly, the second sun gear 8 serves as an output element, and the second sun gear 8 is coupled to the output shaft 16 via the third speed gear pair 18. Since such switching is performed in a synchronized state in which the relative rotational speeds of the members that are connected to each other and the members to be disconnected are the same, no shock occurs, and at least the shock is suppressed.

  Since the second sun gear 8 is an output element at the third speed, the operation mode is the same as that at the first speed described above. Therefore, the output element is reduced by reducing the rotational speed of the first motor / generator 2. The rotation speed of a certain second sun gear 8 increases. That is, as the vehicle speed increases, the rotational speed of the first motor / generator 2 is decreased. When the vehicle speed increases to some extent, the first motor / generator 2 may be in a negative rotation / power running state. In the specific example shown in FIG. 1, the first motor / generator 2 is in a negative rotation / power running state in synchronization with the fourth speed. An example is shown in FIG.

  FIG. 5A shows the state of the third speed, and the first sun gear which is a reaction force element is obtained by increasing the rotation speed of the second sun gear 8 which is an output element as the vehicle speed increases. The first motor / generator 2 connected to 5 rotates in the reverse direction and enters a power running state. In this state, the rotational speeds of the driven gear and the output shaft 16 in the fourth speed gear pair 20 coincide (synchronize). Therefore, in this synchronized state, the first synchronized coupling mechanism 21 is switched to the neutral state, and the sleeve 22s in the second synchronized coupling mechanism 22 is moved to the fourth speed gear pair 20 side, and its driven gear and output The shaft 16 is connected. Thus, the operation mode can be switched without worsening the shock.

  Since the operation mode in which the fourth speed is set is the same as the operation mode in which the second speed is set as described above, the rotation speed of the first motor / generator 2 is increased as the vehicle speed increases. become. In this case, since the first motor / generator 2 functions as a generator, the electric power can be supplied to the second motor / generator 3 to assist the driving torque by the second motor / generator 3.

  As described above, in the drive device according to the present invention, the operation mode in which the rotation speed of the reaction force element is decreased as the vehicle speed increases, and the operation mode in which the rotation speed of the reaction force element is increased on the contrary. Can be switched to. Therefore, it is necessary to control the first motor / generator 2 connected to the first sun gear 5 which is a reaction force element to excessively negative rotation / power running state, or to excessively control it to positive rotation / regeneration state. Disappear. In particular, if the transmission has three or more stages as in the above specific example, the torque can be increased by the transmission, so that the control range of the rotational speed of the first motor / generator 2 can be suppressed. it can. As a result, a large portion of the torque output from the engine 1 is transmitted to the output shaft 16 without being converted into electric power, so that a so-called engine direct increase increases, so that energy loss is suppressed, and the first motor / generator is reduced. 2 can be a small one having a relatively small capacity, and the second motor / generator 3 that functions as an electric motor by receiving electric power from the first motor / generator 2 can be made a small one having a relatively small capacity. it can. That is, according to the drive device according to the present invention, the distribution mechanism 4 can be reduced in size by combining two sets of planetary gear mechanisms, so that a drive device with good in-vehicle performance can be obtained.

  By the way, there is no particular restriction on the arrangement of the gear pairs provided between the intermediate shafts 14 and 15 and the output shaft 16 in the specific example described above, and between the first intermediate shaft 14 and the output shaft 16, Instead of providing an odd-numbered gear pair, an even-numbered gear pair may be provided, and an odd-numbered gear pair may be provided between the second intermediate shaft 15 and the output shaft 16 instead of providing an even-numbered gear pair. Good. An example is shown in FIG.

  In the drive device shown in FIG. 6, a first speed gear pair 17 and a third speed gear pair 18 are provided between the second intermediate shaft 15 connected to the carrier 10 and the output shaft 16. Correspondingly, the first synchronous coupling mechanism 21 is disposed coaxially with the output shaft 16 and between the gear pairs 17 and 18. A second speed gear pair 19 is provided between the first intermediate shaft 14 and the output shaft 16, and a reverse gear pair 27 is provided instead of the fourth speed gear pair 20. . Since the reverse gear pair 27 needs to rotate the driven gear in the opposite direction with respect to the drive gear, it is constituted by three gears in which an idle gear is interposed between the drive gear and the driven gear. . A second synchronous coupling mechanism 22 is disposed between the second speed gear pair 19 and the reverse gear pair 27. The other configuration is the same as the configuration shown in FIG. 1, and the same reference numerals as those in FIG.

  In the drive device having the configuration shown in FIG. 6, the first speed used mainly at the start is the first speed gear pair 17 for the sleeve 21s of the first synchronous coupling mechanism 21 as shown in FIG. And the driven gear and the output shaft 16 are connected to each other. In this case, the carrier 10 to which the first speed gear pair 17 is connected serves as an output element. Since the rotational speed of the carrier 10 is lower than the engine rotational speed by setting the rotational speed of the first motor / generator 2 to be lower than the engine rotational speed, the torque appearing on the carrier 10 as an output element. Is greater than the engine torque. That is, since the torque obtained by amplifying the engine torque can be generated as the driving torque at the time of starting, the starting acceleration performance is improved.

  Further, in the configuration shown in FIG. 6, since the reverse gear pair 27 is provided, the vehicle can travel backward using mainly engine torque, the load on the power storage device such as a battery can be reduced, and the vehicle can travel backward. Power loss at the time can be reduced or prevented. In addition, even in the drive device having the configuration shown in FIG. 6, it is possible to set two types of operation modes, to be able to travel with good energy efficiency, and to reduce the size of each motor generator 2, 3. The same operation and effect as the example shown in FIG. 1 described above can be obtained, such as simplifying the configuration of the distribution mechanism 4 and reducing the size, and preventing shock by switching the operation mode in a synchronized state.

  Furthermore, another specific example of the present invention will be described. In each of the specific examples described above, the second motor / generator 3 is connected to the output shaft 16 via the gear pair 26. However, in the following specific examples, the torque transmission direction from the engine 1 to the output shaft 16 is used. The torque is transmitted from the second motor / generator 3 to a so-called upstream member of the output shaft 16 in FIG. This is because the gear ratio between the second motor / generator 3 and the output shaft 16 is fixed to the gear ratio by the gear pair 26 in the configuration of each specific example described above, whereas the second motor / generator 3. This is a configuration for changing the gear ratio between the output shaft 16 and the output shaft 16.

  The example shown in FIG. 8 is obtained by changing a part of the configuration shown in FIG. 6, and the second motor / generator 3 is connected to the first intermediate shaft 14 via the gear pair 26. A gear pair 20 for setting the fourth speed is provided instead of the gear pair for setting the reverse gear, and torque is output from the second intermediate shaft 15 at the first speed and the third speed, and the second speed and the second speed are set. In the fourth speed, the first intermediate shaft 14 is configured to output torque.

  That is, the first speed gear pair 17 and the third speed gear pair 18 and these gear pairs 17 and 18 are selectively connected to the output shaft 16 between the second intermediate shaft 15 and the output shaft 16. A first synchronous coupling mechanism 21 is provided. Further, between the first intermediate shaft 14 and the output shaft 16, the second speed gear pair 19, the fourth speed gear pair 20 and these gear pairs 19, 20 are selectively connected to the output shaft 16. A second synchronous coupling mechanism 22 is provided. A gear pair 26 for connecting the second motor / generator 3 to the first intermediate shaft 14 is provided between the second speed gear pair 19 and the fourth speed gear pair 20 on the first intermediate shaft 14. Has been placed. The gear pair 26 may be changed to another transmission mechanism such as a chain. Since the first intermediate shaft 14 is connected to the second sun gear 8 in the planetary gear mechanism constituting the distribution mechanism 4, the second motor / generator 3 for assisting the driving force eventually becomes an output element or It is comprised so that a torque may be transmitted to the member integral with this. In FIG. 8, reference numeral 28 denotes a damper mechanism, which is interposed between the output shaft of the engine 1 and the ring gear 6. Since the other configuration is the same as the configuration shown in FIG. 6, the same reference numerals as those in FIG.

  Therefore, the configuration of the planetary gear mechanism and the configuration of the transmission and the coupling mechanism that transmit torque to the output shaft 16 shown in FIG. 8 are basically the same as those in FIG. Since it is the same as the structure shown in FIG. 1, the operation engagement table | surface about the planetary gear mechanism in the drive device shown in FIG. 8 becomes the same as that of FIG. 2 mentioned above. The mutual relationship between the four rotating elements in the planetary gear mechanism constituting the distribution mechanism 4 is an interval corresponding to the gear ratio of the planetary gear mechanism (ratio between the number of teeth of the sun gear and the number of teeth of the ring gear). In the collinear diagram represented by the line segments drawn in parallel with each other, the first motor / generator 2 as the generator is connected to both sides of the carrier 10 as the output element and the first force element as the reaction force element is connected. A sun gear 5 and a ring gear 6 that is an input element to which the engine 1 is connected are located, and a second motor / generator 3 corresponding to the electric motor of the present invention is connected to the opposite side of the carrier 10 across the ring gear 6. The second sun gear 8 which is the other output element is positioned.

  The operation of the driving device shown in FIG. 8 will be described with reference to the collinear diagram of FIG. 9. Since the first speed is set for starting, the rotation speed is gradually increased from the state where the rotation of the carrier 10 is stopped. That is, the rotation of the carrier 10 is stopped by rotating the first motor / generator 2 in the direction opposite to that of the engine 1 with the engine 1 set to a predetermined rotation speed, and the sleeve 21s is moved to the first state in that state. Engage with the speed gear pair 17 side. When the rotational speed of the first motor / generator 2 is gradually decreased, the rotational speed of the carrier 10 gradually increases, and torque is transmitted to the output shaft 16 via the second intermediate shaft 15 and the first speed gear pair 17. The vehicle starts. In that case, since control is performed so as to reduce the rotational speed of the first motor / generator 2, the first motor / generator 2 generates power. When the rotation speed of the first motor / generator 2 is zero, the torque output from the engine 1 is transmitted to the output shaft 16 via mechanical components such as a planetary gear mechanism and a gear pair. In other words, the power output from the engine 1 is used for traveling without being converted into electric power, and a so-called direct reach from the engine 1 to the output shaft 16 increases, so that power loss can be prevented or reduced.

  When the vehicle speed increases to switch to the second speed, torque is output from the first intermediate shaft 14 using the second sun gear 8 as an output element at the second speed, and the first motor / generator 2 and this are connected. In the state where the first sun gear 5 is fixed, the rotational speeds of the carrier 10 as the output element at the first speed and the second sun gear 8 are different. Accordingly, during the speed change, the rotation speed of the first motor / generator 2 is increased to bring the rotation speed of the carrier 10 and the second sun gear 8 closer to each other, and the first speed gear pair 17 and the second speed gear pair 19 And the number of revolutions of the driven gear in each. In this state, the sleeve 21 s in the first synchronous coupling mechanism 21 is removed to the neutral state, and the sleeve 22 s in the second synchronous coupling mechanism 22 is moved to the second speed gear pair 19 side, so that the second speed gear pair 19 is moved. Are connected to the output shaft 16. As a result, since the rotation speed does not change with the switching of the connection state in each of the synchronous connection mechanisms 21 and 22, a shift without shock can be performed.

  Even in the drive mode in which torque is output from the second sun gear 8 and the first intermediate shaft 14 connected thereto, conversion of kinetic energy and electrical energy is not performed in the state where the first motor / generator 2 is fixed. Power loss can be prevented or reduced. In this state, the rotational speed of the driven gear in the second speed gear pair 19, that is, the rotational speed of the output shaft 16 is different from the rotational speed of the driven gear in the third speed gear pair 18. Therefore, when shifting between the second speed and the third speed, the first motor / generator 2 is controlled in the reverse rotation direction so that the rotational speed ratio between the carrier 10 and the first sun gear 5 is the first speed. Control is performed so that the ratio corresponds to the ratio between the gear ratio of the second-speed gear pair 19 and the gear ratio of the third-speed gear pair 18. By doing so, the rotational speeds of the driven gears in the respective gear pairs 18 and 19 are synchronized. At that time, the sleeve 22s in the second synchronous coupling mechanism 22 is switched to the neutral state, and the sleeve in the first synchronous coupling mechanism 21 is switched. The third speed is set by moving 21 s to the third speed gear pair 18 side and connecting the gear pair 18 to the output shaft 16. Therefore, it is possible to prevent a shift shock from occurring even in such a shift.

  In the drive device shown in FIG. 8, the second motor / generator 3 as a so-called assist power source is connected to the first intermediate shaft 14 that transmits torque to the output shaft 16 at the second speed and the fourth speed. 26, the driving torque can be assisted by the torque output from the second motor / generator 3 at each shift speed. In that case, not only the gear pair 26 but also the gear ratio (gear ratio) of the second speed gear pair 19 or the fourth speed gear pair 20 or the planetary gear mechanism constituting the distribution mechanism 4 at each gear stage. Depending on the gear ratio (ratio between the number of teeth of the sun gear and the number of teeth of the ring gear), the torque of the second motor / generator 3 is increased and transmitted to the output shaft 16. That is, the output torque of the second motor / generator 3 can be increased and transmitted to the output shaft 16, and the speed ratio, that is, the increase rate can be changed. By setting the speed ratio to an appropriate value, By driving the second motor / generator 3 at a high rotational speed and a low torque, it becomes possible to satisfy the drive request for the vehicle. Since the physique of the motor / generator is largely determined by its output torque capacity, the second motor / generator 3 can be of a high rotation speed / low torque type, so that a small size can be adopted. The whole can be reduced in size and weight.

  By the way, as a connection mechanism in this invention, the thing of an appropriate structure other than each synchronous connection mechanism 21 and 22 mentioned above is employable. As an example, a dog clutch that engages by so-called tooth meshing may be employed. Such a dog clutch does not absorb energy when there is only two states of complete engagement and complete release, but, as described above, by controlling the first motor generator 2 Since the rotation speeds of the gear pairs at the respective speed stages can be synchronized, a shift without a shift shock is possible. Further, the dog clutch does not require an external force (for example, hydraulic pressure) to maintain the engaged state as compared with the friction clutch, so that it is possible to avoid power loss due to driving of the hydraulic pump, for example, as in the friction clutch. Drag loss can be avoided.

  As shown in FIG. 8, if the synchronous coupling mechanism 22 is arranged on the output shaft 16 side and the gear pair 26 is arranged on the outer peripheral side of the synchronous coupling mechanism 22, the axis generated by providing the synchronous coupling mechanism 22. The gear pair 26 can be arranged by effectively using the space portion in the direction. For this reason, the number of members arranged in the axial direction is reduced, the axial length of the drive device as a whole can be shortened, or the drive device can be reduced in size and the in-vehicle performance can be improved by effective use of space.

  In the hybrid vehicle driving apparatus in each of the specific examples described above, a gear transmission mechanism including a plurality of pairs of transmission gears is connected to an output side of a so-called composite planetary gear mechanism having four rotating elements. Therefore, even if each of the two output elements is connected to the output shaft 16 at the same time, there is no contradiction in terms of torque transmission to the output shaft 16, and the entire rotation of the drive device does not stop. Such a state is set by operating the first synchronous coupling mechanism 21 to the first speed side or the third speed side and simultaneously operating the second synchronous coupling mechanism 22 to the second speed side or the fourth speed side. This is tentatively referred to as a mechanical direct connection speed.

  FIG. 10 shows an operation engagement table in the case where the mechanical direct connection speed is set. In the example shown in FIG. 10, the “1-2 lock” stage that causes the first synchronous coupling mechanism 21 to act on the first speed side and simultaneously causes the second synchronous coupling mechanism 22 to act on the second speed side, and the second synchronous coupling When the mechanism 22 is acted on the second speed side and at the same time the first synchronous coupling mechanism 21 is acted on the third speed side, the "2-3 lock" stage, and the first synchronous coupling mechanism 21 is acted on the third speed side. At the same time, it is configured to set three mechanical direct-coupled transmission speeds including the “3-4 lock” stage that causes the second synchronous coupling mechanism 22 to act on the fourth speed side in addition to the first to fourth speeds. Has been. The gear ratios of these mechanically connected gears are intermediate values of the gear ratios of gears other than the mechanically directly connected gears.

  In the mechanically connected gear stage, the two output elements 8 and 10 of the planetary gear mechanism constituting the distribution mechanism 4 are connected to the single output shaft 16, so that the planetary gear mechanism and the transmission are in a specific operating state. Fixed. In other words, the engine 1 and the output shaft 16 are mechanically directly connected. Therefore, in this state, power is not transmitted via electric power by controlling so that power generation by the first motor / generator 2 and powering of the second motor / generator 3 using the electric power are not performed. As a result, power transmission efficiency is improved, and as a result, fuel consumption of the entire vehicle is improved.

  It should be noted that at any gear other than the mechanical direct gear, only one of the two output elements is connected to the output shaft 16, so that the planetary gear mechanism can perform a differential action, and therefore the first By controlling the so-called reaction torque generated by the motor / generator 2, the rotation speed ratio (that is, the gear ratio) between the engine 1 and the output shaft 16 can be continuously changed. This is described as "Electric CVT" in FIG.

  Thus, if it comprises so that a mechanical direct connection gear stage may be used together, it will become possible to select a more various drive state, Therefore A fuel consumption can be improved, without impairing riding comfort and power performance.

  As described above, the mechanically connected gear stage is a gear stage that mechanically directly connects the engine 1 and the output shaft 16 and fixes the operation state of the planetary gear mechanism and the transmission between them to a specific state. Therefore, it is desirable to set the mechanical direct connection speed in the running state of the vehicle that can make use of such characteristics of the operating state. For this purpose, it is determined whether a predetermined condition is satisfied based on the vehicle running state such as the vehicle speed and the accelerator opening, and a mechanical direct connection gear is set based on the result of the determination, or another gear (electric CVT gear) is set. ) Is preferably set.

  FIG. 12 shows a flowchart for making the determination in FIG. Note that a means for executing control based on this flowchart (for example, an electronic control device not shown) corresponds to the control means of the present invention. In FIG. 11, first, it is determined whether a condition for setting the mechanical direct connection gear is established (step S1). An example of the condition is that the vehicle speed is within a predetermined range, the change between the vehicle speed and the required driving force is in a steady running state that is a predetermined value or less, and that the mechanically connected gear stage has better fuel efficiency. It is. An example of another condition is that the mechanical direct connection gear is selected by the driver's manual operation. Yet another condition is a case where the road information obtained by the navigation device, the communication means, or the like indicates that the road maintains a steady running such as an expressway or a running close to this.

  If any of these conditions or any of a plurality of conditions are satisfied, an affirmative determination is made in step S1, and a mechanical direct connection speed is set (step S2). Note that the mechanically directly connected shift speed that is set is any one of the above-described three mechanically directly connected shift speeds that are suitable for the traveling state of the vehicle such as the vehicle speed. On the contrary, if a negative determination is made in step S1, any one of the first, second, third, and fourth speed electric CVT gears is determined based on the traveling state of the vehicle. It is set (step S3).

  As a condition for selecting the mechanical direct connection gear position, a condition based on the state of the drive device can be adopted in addition to the condition based on the traveling state of the vehicle. One example is that the load on each of the motor generators 2 and 3 is large, and the temperature of the planetary gear mechanism or the transmission is high. When such a condition is satisfied, the mechanical direct connection speed is set. Since the motor generators 2 and 3 do not perform a power running operation or a regenerative operation at the mechanical direct connection speed stage, there is no loss (heat generation) in the electric system, and as a result, the temperature of each mechanism and the temperature of the lubricating oil are reduced, Or a temperature rise can be suppressed.

  Each of the motor generators 2 and 3 can be operated as either a generator or an electric motor, and since the mechanical direct-coupled gear stage is not a gear stage set by using the motor generators 2 and 3, The motor generators 2 and 3 can be operated as either a generator or an electric motor. Therefore, when setting the direct gear shift stage with the above temperature as a condition, torque assist is performed by the motor generators 2 and 3 having a low temperature, a low calorific value, and a low allowable temperature condition such as a high allowable temperature. Or regenerate energy. In this way, the step of the driving force can be alleviated, and so-called shift hunting that frequently causes shifts can be avoided or suppressed. Moreover, fuel efficiency can be improved by performing energy regeneration.

  Also, when torque assist and energy regeneration are performed using any of the motor generators 2 and 3, torque assist is performed at the high speed side gear stage, and regeneration is performed at the low speed side gear stage. It is also possible to adjust the balance. If it does in this way, driving | running | working can be continued, maintaining the charging capacity (SOC) in electrical storage apparatuses, such as a battery, in the predetermined range.

  Yet another example of the condition in step S1 of FIG. 11 is that the vehicle speed is zero and the vehicle main switch is turned off. That is, the condition for maintaining the vehicle in a stopped state is satisfied. In this case, the mechanical direct connection speed is a mechanical direct connection speed with an intermediate gear ratio between the first speed and the second speed. As described above, since the engine 1 and the output shaft 16 are mechanically directly connected at the mechanical direct connection speed, the inertial force and frictional force of the engine 1 act in a direction to stop the rotation of the output shaft 16. .

  Therefore, if the mechanical direct connection gear position is set when the condition for maintaining the vehicle in the stopped state is established, the vehicle can be maintained in the stopped state by the inertial force or frictional force of the engine 1, and a so-called parking brake action can be generated. it can. Therefore, the configuration of the drive device can be simplified, for example, a conventional parking lock mechanism that fixes the output shaft by a meshing mechanism or the like can be eliminated. In addition, the handling of the shift cable can be simplified, and further, shift-by-wire can be realized without adding an actuator or the like, so that the merchantability can be improved.

  Furthermore, a large braking force can be generated and the sleeve 22s of the second synchronous coupling mechanism 22 at the same time by setting the mechanical direct coupling gear stage in the parking state to a gear ratio between the first speed and the second speed. The first speed can be immediately set by setting the to the neutral state. Therefore, the start response is improved. When a meshing dog clutch is employed as the coupling mechanism, the first motor / generator 2 functions as a motor when setting the mechanical direct-coupled gear stage in a vehicle stopped state, so that the gear can be operated even when the engine 1 is stopped. The dog clutch can be reliably engaged by rotating the clutch.

  Incidentally, the drive device shown in FIG. 8 described above has a configuration in which the second motor / generator 3 is connected to the first intermediate shaft 14 by the gear pair 26, but instead, it is configured as shown in FIG. May be. That is, in the drive device shown in FIG. 12, the output shaft of the second motor / generator 3 is connected to the fourth speed gear pair 20 via the gear pair 26. The fourth speed gear pair 20 is always connected to the first intermediate shaft 14, and is configured to be selectively connected to the output shaft 16 by the second synchronous connection mechanism 22. The generator 3 is always connected to the first intermediate shaft 14 after all.

  Accordingly, in the configuration as shown in FIG. 12, the number of gears attached to the first intermediate shaft 14 can be reduced as compared with the configuration shown in FIG. 8, so that the number of components can be reduced and the components are arranged in the axial direction. As a result, the number of parts to be reduced can be reduced, and the overall axial length can be shortened. As a result, the overall configuration of the drive device can be simplified.

  As described with reference to FIG. 8, the second motor / generator 3, which is a power source having a function of assisting drive torque upstream of the transmission in the torque transmission direction from the engine 1 to the output shaft 16. By providing this, the output torque can be changed at a plurality of gear ratios. The second motor / generator 3 can be miniaturized by making the second motor / generator 3 a high-rotation / low-torque type by effectively utilizing such functions. Such an operation / effect is obtained mainly because the second motor / generator 3 is arranged on the upstream side of the transmission. Therefore, the second motor / generator 3 is connected to the first intermediate shaft 14. In addition to this, for example, it may be connected to a ring gear 6 as an input element. An example is shown in FIG. The arrangement on the collinear diagram of the four elements of the planetary gear mechanism in the configuration shown in FIG. 13 is the first sun gear 5 (first motor / generator 2) as a reaction force element, the carrier 10 as an output element, and the input. The ring gear 6 (engine 1 and second motor / generator 3) as an element and the second sun gear 8 as an output element are arranged in this order.

  Therefore, even when configured as shown in FIG. 13, the same operations and effects as those of the driving apparatus configured as shown in FIG. 8 can be obtained. Further, the arrangement position of the second motor / generator 3 in the configuration shown in FIG. 13 is the position where the starting clutch and the torque converter in the conventional general vehicle are arranged. Therefore, the existing transmission or drive device is greatly increased. The drive device having the configuration shown in FIG. 13 can be obtained without changing or increasing the size.

  Yet another embodiment of the present invention is shown in FIG. The drive device shown in FIG. 14 omits the second motor / generator 3 and the gear pair 26 related thereto from the configuration shown in FIG. 8 described above, and the first motor / generator 2 has a predetermined structure such as a casing 13. A fixed engagement mechanism 29 for selectively connecting and fixing to the fixing portion is provided, and the other configuration is the same as in FIG. The fixed engagement mechanism 29 engages a fixed hub 29h integrated with the casing 13 and a rotary hub 30h integrated with the output shaft of the first motor / generator 2 with a sleeve 29s movable in the axial direction. By combining, the first motor / generator 2 is configured to be fixed.

  Therefore, the arrangement on the collinear diagram of the four elements of the planetary gear mechanism in the configuration shown in FIG. 14 is the first sun gear 5 (first motor / generator 2) as the reaction element, the carrier 10 as the output element, and the input. The ring gear 6 (engine 1) as an element and the second sun gear 8 as an output element are arranged in this order.

  In the drive device having the configuration shown in FIG. 14, the four-element planetary gear mechanism constituting the distribution mechanism 4 generates a differential action, so that the first motor / generator is in a state where torque is being input from the engine 1 to the ring gear 6. By inputting the reaction torque from 2 to the first sun gear 5, the torque appearing on the carrier 10 or the second sun gear 8 which is an output element can be appropriately controlled, and at the same time, the engine speed can be appropriately controlled. Then, the torque output from the carrier 10 or the second sun gear 8 can be transmitted to the output shaft 6 via any one of the gear stages for gears to generate a desired driving force. This is a so-called electric continuously variable transmission state.

  In that case, if the first motor / generator 2 generates a reaction torque or outputs a driving torque, the mechanical power is temporarily changed to electric power, which may cause a power loss. Accordingly, when torque is output via any one gear pair, it is preferable that the first motor / generator 2 is stopped and conversion between mechanical power and electric power is not performed. The first motor / generator 2 is fixed by the fixed engagement mechanism 29 at the same time as selecting a suitable gear position. This state is indicated by a symbol (O) in the operation engagement table of FIG.

  On the other hand, even in the configuration shown in FIG. 14, it is possible to set the mechanical direct connection gear as in the specific example described above. The mechanical direct coupling speed is set by operating each of the first synchronous coupling mechanism 21 and the second synchronous coupling mechanism 22 so as to set one of the gear stages as described above. These are shown as second speed (2nd), fourth speed (4th), and sixth speed (6th). At these shift stages, basically, it is not necessary to operate the first motor / generator 2 as either a generator or an electric motor, so that loss in the form of power loss or the like can be prevented and fuel consumption can be improved. Can do. In the mechanical direct connection speed stage, the four rotation elements including the first sun gear 5 that is the reaction force element rotate at a rotation speed corresponding to the engine rotation speed or the rotation speed of the output shaft 16 and the gear ratio. Therefore, the fixed engagement mechanism 29 allows the rotation of the first motor / generator 2 in the released state. In this case, the first motor / generator 2 may function as a generator to perform energy regeneration, or may function as an electric motor to perform torque assist, similar to the specific example described above.

  Therefore, the drive device having the configuration shown in FIG. 14 uses the differential function of the planetary gear mechanism constituting the distribution mechanism 4 to control the engine speed by the first motor / generator 2, and also uses the first motor / generator. Since the so-called hybrid function capable of regenerating and powering 2 is provided, the fuel efficiency of the entire vehicle can be improved. Even if the transmission is of a stepped type, the speed of the gear pair for the speed stage can be set to the synchronous speed by the speed control by the first motor / generator 2 when the speed ratio is switched. Shifting without torque loss or shift shock is possible. Further, since the rotation speed control is possible, a friction engagement device and a fluid control device for controlling the friction engagement device are not required, and a special starting device is not required. It can be simplified.

  Furthermore, since the above-described plurality of mechanically connected gear stages can be set, it is possible to improve the fuel economy by reducing the driving state via electric power, and at the same time, the adjustment of the power balance is facilitated, and the number of mechanically directly connected gear stages is As a result, the torque step at each shift stage is reduced, and as a result, the change in torque at the time of shift is reduced to improve drivability, and the operating point of the engine 1 at the mechanical direct connection shift stage becomes the optimum fuel efficiency operating point. The fuel economy can be improved in this respect as well.

  The first motor / generator 2 corresponds to the generator of the present invention. However, the present invention is not limited to the specific examples described above, and the generator in the present invention has a function as an electric motor. There may be no generator or a generator configured to be used in parallel with the electric motor. Further, the coupling mechanism of the present invention may have other configurations such as a multi-plate clutch and a meshing clutch (dog clutch) in addition to the above-described synchronous coupling mechanism. Further, the transmission of the present invention is not limited to the transmission having the so-called parallel gear type gear train described above, but has another gear train such as a planetary gear mechanism, or the gear ratio is changed steplessly. The transmission which can be used may be sufficient.

It is a skeleton figure which shows typically an example of the drive device concerning this invention. It is a table | surface which shows the action | operation engagement table | surface of the connection mechanism for setting each gear stage or an operation mode. It is an alignment chart which shows the synchronous state of 1st speed and 2nd speed. It is a collinear diagram which shows the synchronous state of 2nd speed and 3rd speed. It is an alignment chart which shows the synchronous state of the 3rd speed and the 4th speed. It is a skeleton figure which shows typically the other example of the drive device which concerns on this invention. It is a table | surface which shows the action | operation engagement table | surface of the connection mechanism for setting each gear stage or an operation mode. It is a skeleton figure which shows typically the further another example of the drive device which concerns on this invention. FIG. 9 is a collinear diagram for explaining an operation state of the drive device shown in FIG. 8. FIG. 9 is a chart showing an operation engagement table for setting each gear position when the drive device shown in FIG. It is a figure which simplifies and shows an example of the control flowchart for setting a machine direct connection gear stage. It is a skeleton figure which shows typically the further another example of the drive device which concerns on this invention. It is a skeleton figure which shows typically an example of this invention which connected the 2nd motor generator to the input element. It is a skeleton figure which shows typically an example of this invention which is not provided with the auxiliary drive device. FIG. 15 is a table showing an operation engagement table for the drive device shown in FIG. 14.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine (engine), 2, 3 ... Motor generator, 4 ... Distribution mechanism, 5 ... 1st sun gear, 6 ... Ring gear, 8 ... 2nd sun gear, 10 ... Carrier, 16 ... Output shaft, 17, 18, 19, 20, 27... (For gears), 21, 22... Synchronous connection mechanism, 29.

Claims (13)

  1. An internal combustion engine and a generator are connected to an output member via a distribution mechanism having a differential action, and a reaction force torque is applied by the generator to the torque input from the internal combustion engine to the distribution mechanism, In the hybrid vehicle drive device that outputs torque to the output member,
    The distribution mechanism is configured as a gear mechanism having four rotating elements by combining two sets of planetary gear mechanisms,
    Any one of the rotating elements is an input element to which torque is input from the internal combustion engine, and any one of the other elements is a reaction force element in which a reaction torque with respect to the torque of the input element is input from the generator And the other two elements having a differential action together with the input element and the reaction force element are output elements,
    A connection mechanism for selectively connecting the two output elements to the output member ;
    A hybrid vehicle drive device comprising control means for controlling the connecting mechanism to simultaneously connect the two output elements to the output member to form a mechanical direct connection speed .
  2. An internal combustion engine and a generator are connected to an output member via a distribution mechanism having a differential action, and a reaction force torque is applied by the generator to the torque input from the internal combustion engine to the distribution mechanism, In the hybrid vehicle drive device that outputs torque to the output member,
    The distribution mechanism is configured as a gear mechanism having four rotating elements by combining two sets of planetary gear mechanisms,
    Any one of the rotating elements is an input element to which torque is input from the internal combustion engine, and any one of the other elements is a reaction force element in which a reaction torque with respect to the torque of the input element is input from the generator And the other two elements having a differential action together with the input element and the reaction force element are output elements,
    A coupling mechanism for selectively coupling the two output elements to the output member;
    Between the output member and the front SL distribution mechanism, the transmission is provided that can change the speed ratio in at least two stages,
    When the rotational speed of the input element is higher than the rotational speed of the reaction force element, the connecting mechanism has one output element that has a higher rotational speed than that of the input element. A mechanism that is connected to the output member via the transmission in the state of a gear ratio, and the other output element that has an intermediate rotational speed between the reaction force element and the input element, the gear ratio is greater than the low speed gear ratio. A mechanism for connecting to the output member via the transmission in a state of a small other speed ratio ,
    In the collinear diagram showing the interrelationship of the four rotating elements with four line segments arranged parallel to each other with an interval based on the gear ratio of each planetary gear mechanism, the reaction force element and the input element Are located on both sides of any one output element, and the other output element is located on the opposite side of the one output element across the input element,
    Control means for controlling the coupling mechanism to simultaneously couple the two output elements to the output member to form a mechanical direct coupling gear.
    Hybrid vehicle driving apparatus characterized by.
  3. An internal combustion engine and a generator are connected to an output member through a distribution mechanism having a differential action, and a reaction force torque is applied by the generator to the torque input from the internal combustion engine to the distribution mechanism, In the hybrid vehicle drive device that outputs torque to the output member,
    The distribution mechanism is configured as a gear mechanism having four rotating elements by combining two sets of planetary gear mechanisms,
    Any one of the rotating elements is an input element to which torque is input from the internal combustion engine, and any one of the other elements is a reaction force element in which a reaction torque with respect to the torque of the input element is input from the generator And the other two elements having a differential action together with the input element and the reaction force element are output elements,
    A coupling mechanism for selectively coupling the two output elements to the output member;
    The planetary gears on mechanism is constituted by a Ravigneaux type planetary gear mechanism having a carrier and a ring gear of the respective one and two of the sun gear,
    The internal combustion engine is connected to the ring gear, and the generator is connected to a first sun gear that forms a single pinion planetary gear mechanism together with the ring gear;
    The transmission has at least two gear pairs for the first speed and the second speed having different gear ratios,
    The coupling mechanism selectively couples the output member to the second sun gear that forms a double pinion type planetary gear mechanism together with the ring gear via the first speed gear pair; and the second speed to the carrier. And a mechanism for selectively connecting the output member via a gear pair ,
    In the collinear diagram representing the mutual relationship between the four rotating elements as four line segments arranged parallel to each other with an interval based on the gear ratio of each planetary gear mechanism, the reaction force element and the input element Is located on both sides of any one output element, and the other output element is located on the opposite side of the one output element across the input element,
    The connection mechanism includes a first clutch mechanism that selectively connects the one output element to the output member; and a second clutch mechanism that selectively connects the other output element to the output member;
    Control means for simultaneously engaging the first clutch mechanism and the second clutch mechanism to form a direct gear shift stage is further provided.
    Hybrid vehicle driving apparatus characterized by.
  4. An internal combustion engine and a generator are connected to an output member via a distribution mechanism having a differential action, and a reaction force torque is applied by the generator to the torque input from the internal combustion engine to the distribution mechanism, In the hybrid vehicle drive device that outputs torque to the output member,
    The distribution mechanism is configured as a gear mechanism having four rotating elements by combining two sets of planetary gear mechanisms,
    Any one of the rotating elements is an input element to which torque is input from the internal combustion engine, and any one of the other elements is a reaction force element in which a reaction torque with respect to the torque of the input element is input from the generator And the other two elements having a differential action together with the input element and the reaction force element are output elements,
    With a connection mechanism that selectively connects these two output elements to the output member,
    In the collinear diagram representing the mutual relationship between the four rotating elements as four line segments arranged parallel to each other with an interval based on the gear ratio of each planetary gear mechanism, the reaction force element and the input element Are located on both sides of any one output element, and the other output element is located on the opposite side of the one output element across the input element,
    Control means for controlling the connecting mechanism to simultaneously connect the two output elements to the output member to form a mechanical direct-coupled gear stage.
    Hybrid vehicle driving apparatus characterized by.
  5. An electric motor connected to the other output element or a member integrated with the other output element to output power for assisting driving torque is further provided;
    The control means includes means for forming the mechanically connected gear when the load on the generator or the electric motor is relatively large.
    The hybrid vehicle drive device according to any one of claims 1 to 4, wherein the drive device is a hybrid vehicle.
  6. An electric motor connected to the other output element or a member integrated with the other output element to output power for assisting driving torque is further provided;
    The control means includes means for forming the mechanically connected gear when the temperature of the electric system including the generator or the electric motor or the temperature of the coupling mechanism is equal to or higher than a predetermined value.
    The hybrid vehicle drive device according to any one of claims 1 to 4, wherein the drive device is a hybrid vehicle.
  7. The control means includes means for controlling the coupling mechanism and setting the mechanical direct coupling speed when the vehicle maintains a stopped state.
    The hybrid vehicle drive device according to any one of claims 1 to 6, wherein the drive device is a hybrid vehicle.
  8. When the vehicle speed of the vehicle is within a predetermined range, the change in the vehicle speed and the required driving force is in a steady running state that is equal to or less than a predetermined value, and the mechanical direct-coupled gear stage is selected. If the fuel efficiency is good, include means to form the direct gear shift stage
    The hybrid vehicle drive device according to claim 1 , wherein the drive device is a hybrid vehicle drive device.
  9. The control means includes means for forming a mechanical direct connection speed when the mechanical direct connection speed is selected by a manual operation of a vehicle driver.
    9. The hybrid vehicle drive device according to claim 1 , wherein the drive device is a hybrid vehicle.
  10. The control means includes means for forming the mechanically connected gear stage when the road information obtained by the navigation device or the communication means is a road where the vehicle maintains steady running such as an expressway or running close thereto.
    A drive device for a hybrid vehicle according to any one of claims 1 to 9 .
  11. An electric motor connected to the other output element or a member integrated with the other output element to output power for assisting driving torque is further provided;
    The control means, when forming the mechanical direct-coupled shift stage, whether to perform torque assist at a low temperature and a low calorific value of the generator or motor, or a higher allowable temperature, Or include means to regenerate energy
    The hybrid vehicle drive device according to claim 1 , wherein the drive device is a hybrid vehicle.
  12. The control means performs torque assist with either the electric motor or the generator when selecting a high speed side gear stage with the transmission, and when selecting a low speed side gear stage with the transmission, Including means for regenerating energy by either the electric motor or the generator
    The drive device for a hybrid vehicle according to claim 11 .
  13. The hybrid vehicle drive device according to any one of claims 1 to 12, further comprising a fixed engagement mechanism that fixes the reaction force element to a predetermined fixed portion so as not to rotate .
JP2004079267A 2003-11-06 2004-03-18 Hybrid vehicle drive system Expired - Fee Related JP4228954B2 (en)

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JP2004079267A JP4228954B2 (en) 2003-11-06 2004-03-18 Hybrid vehicle drive system

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