JP4821571B2 - Hybrid drive unit - Google Patents

Description

  The present invention relates to a hybrid drive device including a plurality of types of power devices as a power source for traveling of a vehicle, and in particular, shifts the power output from an internal combustion engine and transmits the power to a power distribution mechanism and the first motor. The present invention relates to a hybrid drive device configured to add power of a second electric motor to power that is distributed to an output element and transmitted from the power distribution mechanism to an output member.

  A hybrid drive device for a vehicle is a drive device in which an internal combustion engine and an electric motor or a generator (hereinafter, collectively referred to as a motor generator) are combined and used as a power source. It is also used to control the rotational speed or operating point of an internal combustion engine instead of simply generating a driving force. In this case, since electric power is generated with the control of the rotational speed of the internal combustion engine, this is supplied to another motor generator and operated as a motor to generate a driving force.

  One example thereof is described in Patent Document 1. To briefly explain the basic configuration, the hybrid drive device described in Patent Document 1 is a planetary gear mechanism that can be switched between a direct-coupled stage that outputs the power output from the engine as it is and a high-speed stage that outputs the power at an increased speed. And a power distribution mechanism mainly including a planetary gear mechanism that distributes the power output from the transmission mechanism to the first electric motor and the output side member. The speed change mechanism is disposed on the engine side of the first electric motor, and the power distribution mechanism is disposed on the opposite side of the speed change mechanism with the first electric motor interposed therebetween. On the other hand, a second electric motor that functions as a motor is provided between the power distribution mechanism and the output shaft. The electric power generated by the first electric motor is supplied to the second electric motor, and the output is added to the output shaft. Therefore, in the hybrid drive device described in Patent Document 1, the speed of the engine can be relatively reduced by setting the speed change mechanism at a high speed during high-speed travel, and accordingly, the power during high-speed travel can be reduced. It is said that loss can be reduced.

  A hybrid drive device comprising a first electric motor mainly used for engine speed control, a second electric motor mainly used for so-called torque assist, and a transmission for shifting the power output from the second electric motor. Is described in Patent Document 2 or 3. And the hybrid drive device described in these patent documents 2 and 3 becomes a structure which has arrange | positioned a power distribution mechanism and said transmission between each electric motor.

JP 2000-346187 A International Publication No. 2005/000618 Pamphlet International Publication No. 2005/000619 Pamphlet

The hybrid drive device described in Patent Document 1 described above has a structure in which the output shaft on the extension of the rotation center axis of the engine extends and thus to seat toward the longitudinal direction of the vehicles engine co It is configured. However, since the first motor has a large outer diameter due to the large required torque, a brake and a clutch for setting a speed change mechanism and a gear ratio are arranged between the first motor and the engine. Therefore, the first electric motor is arranged closer to the passenger compartment. On the other hand, since the panel connected to the floor forming the passenger compartment is lowered toward the rear of the vehicle, the installation space on the passenger compartment side is narrow.

  As described above, in the conventional structure, the allowable space in the vehicle and the outer shape of the hybrid drive device do not match each other, and the structure is partially contradictory, so the in-vehicle property is not always good and there is room for improvement. there were. Note that the device described in Patent Document 2 or 3 does not include a mechanism for shifting the input to the power distribution mechanism.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a hybrid drive device that can change the input to the power distribution mechanism and is excellent in on-vehicle performance.

In order to achieve the above-mentioned target, the invention of claim 1 is operated by a first electric motor having a function of generating electric power driven by power output from an internal combustion engine, and electric power supplied from the first electric motor. A second motor for applying power to the output member is disposed on the same axis, and the power output from the internal combustion engine is transmitted between the first motor and the second motor between the first motor and the output member. In the hybrid drive device, in which a power distribution mechanism that distributes the power to the side is arranged, and further includes a transmission that shifts the power output from the internal combustion engine and transmits the power to the power distribution mechanism, the transmission includes a planetary gear mechanism. comprises, at least in part, together with the power distributing mechanism is disposed between the respective electric motor, said power distributing mechanism includes a first sun gear, wherein the first motor is connected, the output unit And a single pinion type planetary gear mechanism that performs a differential action using a first carrier holding a pinion gear meshing with the first sun gear and the first ring gear as a rotating element. The transmission includes a fixed second sun gear, a second ring gear disposed concentrically with the second sun gear, a pinion gear meshing with the second sun gear, and the pinion gear and the second ring gear. A double pinion type planetary gear mechanism that performs a differential action with a second carrier that holds the other pinion gear and that is connected to the first carrier as a rotating element, and the internal combustion engine is connected to the second carrier. A switching mechanism that selectively connects to the second ring gear; and the switching mechanism is disposed between the motors. And it is characterized in that it is.

  According to the present invention, the first electric motor having a large outer diameter is disposed on the internal combustion engine side with respect to at least a part of the transmission for shifting the power output from the internal combustion engine and the power distribution mechanism. For this reason, a portion having a large outer diameter is disposed at a place where there is room in the space, so that mountability to the vehicle is improved. In addition, if one switching mechanism is provided as a mechanism for changing the transmission gear ratio of the transmission, the number of components is reduced, and in this respect also, the overall configuration of the device can be reduced to improve vehicle mounting performance. Can do.

Next, the present invention will be described based on reference examples . Figure 1 is a diagram showing a reference example of the present invention, in the reference example be shown here, the prime mover (engine: ENG) 1 and two motor generator as a generator or a motor (MG1, MG2) 2,3 Are provided as a power unit, and these three members are arranged on the same axis. The prime mover 1 is an internal combustion engine, and is a power device that outputs power by burning fuel such as a gasoline engine, a diesel engine, or a natural gas engine. Preferably, the internal combustion engine can electrically control a load such as a throttle opening, and can set an optimum operating point with the best fuel consumption by controlling the rotational speed with respect to a predetermined load. In the following description, the prime mover 1 is referred to as the engine 1.

  The engine 1 is connected to the input side transmission 20. Of course, a power transmission mechanism such as a starting clutch or a torque converter (a torque converter with a lock-up clutch) may be appropriately provided between the engine 1 and the input side transmission 20. The input side transmission 20 is for shifting the power output from the engine 1 and is configured to be capable of shifting to at least two steps of high and low. More specifically, it is mainly composed of a planetary gear mechanism, and FIG. 1 shows an example composed mainly of a double pinion type planetary gear mechanism. That is, the input side transmission 20 includes a sun gear S20 that is an external gear, a ring gear R20 that is an internal gear arranged concentrically with the sun gear S20, a pinion gear meshed with the sun gear S20, and the pinion gear. And the carrier C20 holding the other pinion gear meshing with the ring gear R20 so as to rotate and revolve freely, so as to perform a differential action. The input side transmission 20 is disposed on the opposite side of the engine 1 with the first motor / generator 2 interposed therebetween.

  A switching mechanism 21 is provided for changing the speed ratio in the input side transmission 20, that is, for executing a shift. The switching mechanism 21 is configured to perform a shift by changing a mating member connected to a predetermined rotating element in the input side transmission 20 to switch a power transmission path in the input side transmission 20. ing. In the example shown in FIG. 1, the sun gear S20 is configured to be switched and connected to the ring gear R20 and the fixed portion.

  Specifically, the switching mechanism 21 is configured so as to be engaged and transmit torque by meshing teeth such as a dog clutch mechanism, and is integrated with the sun gear S20 via an intermediate member such as a hollow shaft. And a sleeve 23 is spline-fitted to the hub 22. The hub 22 and the sleeve 23 are disposed closer to the engine 1 than the first motor / generator 2. A movable hub 24 and a fixed hub 25 are disposed on both sides of the hub 22. The movable hub 24 is integrated with the ring gear R20. That is, the movable hub 24 is attached to the intermediate shaft 27 that connects the engine 1 and the ring gear R20. The fixed hub 25 is integrally fixed to a fixed portion 26 such as a casing. Splines are formed on the outer peripheral surfaces of the movable hub 24 and the fixed hub 25, and the sleeve 23 is selectively engaged.

  The set position of the sleeve 23 is a neutral position (neutral position) where the sleeve 23 is not engaged with either the movable hub 24 or the fixed hub 25, and the sun gear S20 and the carrier C20 are connected by engaging the movable hub 24. There are three positions: a direct connection position and an acceleration position (OD position) where the sun gear S20 is fixed by engaging with the fixing hub 25 on the opposite side. The mechanism for moving the sleeve 23 to these positions can be configured to be manually operated, but is preferably operated by an appropriate actuator (not shown) such as a hydraulic actuator or an electric actuator. Configure.

  The engine 1 is connected to the ring gear R20 in the input transmission 20 via the intermediate shaft 27, and therefore the ring gear R20 is an input element. Further, the carrier C20 is an output element, and the power input to the input side transmission 20 is output from the carrier C20. Accordingly, the sun gear S20 and the ring gear R20 are connected by moving the sleeve 23 toward the movable hub 24 and engaging with it, so that the entire planetary gear mechanism constituting the input side transmission 20 is obtained. Integrated. Therefore, in this so-called direct connection state, the torque inputted from the engine 1 is outputted as it is from the carrier C20. On the other hand, when the sleeve 23 is moved to the fixed hub 25 side and engaged therewith, the sun gear S20 is fixed. In this state, the carrier C20 as the output element rotates at a higher speed than the ring gear R20 as the input element, and a so-called overdrive state is established.

  A power distribution mechanism 4 is disposed between the input side transmission 20 and the first motor / generator 2. The power distribution mechanism 4 is a mechanism for distributing the power input from the input side transmission 20 to the first motor / generator 2 and the output side, and is a planetary gear having a differential action by three rotating elements. It is configured by a mechanism. Specifically, the power distribution mechanism 4 can be configured using a single pinion type planetary gear mechanism or a double pinion type planetary gear mechanism. In the example shown in FIG. 1, the carrier C4 is the input element and the sun gear S4 is the anti-reverse gear. It is constituted by a single pinion type planetary gear mechanism having a force element and a ring gear R4 as an output element. That is, on the outer peripheral side of the sun gear S4, which is an external gear, a ring gear R4, which is an internal gear, is arranged concentrically with the sun gear S4. It is held freely and revolving. And the carrier C20 which is the output element in the input side transmission 20 is connected with the carrier C4.

  The first motor / generator 2 corresponds to the first electric motor in the present invention, and is connected to the sun gear S4 of the power distribution mechanism 4. As an example, the first motor / generator 2 is configured by a synchronous motor including a permanent magnet in a rotor, and is configured to function as a generator and an electric motor. The rotor is connected to the sun gear S4, and the stator is fixed to a casing (not shown). Therefore, the first electric motor of the present invention may be an electric motor, or may be a generator, or may be provided with both functions.

  Further, the ring gear R4 is connected to the output shaft 5 corresponding to the output member of the present invention. The output shaft 5 is arranged on the rotation center axis of the engine 1. Between the engine 1 and the output shaft 5, the switching mechanism 21, the first motor / generator 2, the power distribution from the engine 1 side. The mechanism 4, the input side transmission 20, and the second motor / generator 3 are arranged on the same axis in this order. That is, the power distribution mechanism 4 and the double pinion planetary gear mechanism that forms part of the input side transmission 20 are arranged between the electric motors 2 and 3.

  The second motor / generator 3 corresponds to the second electric motor in the present invention. The second motor / generator 3 is mainly supplied with the electric power generated by the first motor / generator 2 and functions as a motor. This is for so-called torque assist, and the required characteristics are different from those of the first motor / generator 2. For example, a high rotation speed type having a smaller outer diameter than that of the first motor / generator 2 is used. ing. The second motor / generator 3 is composed of a synchronous motor having a permanent magnet in the rotor, like the first motor / generator 2 described above, and functions as a generator and an electric motor. The rotor is connected to an input member of the output side transmission 6, and the stator is fixed to a casing (not shown) or the like. Therefore, the second electric motor of the present invention may be an electric motor or a generator, and may further have both functions.

  Each of the motor generators 2 and 3 functions as a generator and an electric motor. For this purpose, the motor generators 2 and 3 are connected to a power storage device such as a battery through a controller such as an inverter (not shown). Has been. The electric power generated by one motor / generator 2 or 3 is supplied to the other motor / generator 3 or 2 so that the other motor / generator 3 or 2 can function as a motor. .

  The output side transmission 6 is a mechanism for decelerating or increasing the power output from the second motor / generator 3 and transmitting it to the output shaft 5 so that it can be switched to at least two gear ratios of high and low. It is configured. More preferably, at least two gear ratios and a neutral state in which torque is not transmitted can be set. Therefore, the output-side transmission 6 is a compound planetary gear combining a mechanism composed of a low-speed gear pair and a high-speed gear pair, a pair of planetary gear mechanisms and a clutch / brake mechanism, and two pairs of planetary gear mechanisms. It can be configured by a mechanism including a mechanism and an engagement device such as a brake.

  The above-described transmissions 20 and 6 and the motor / generators 2 and 3 are used to electrically control the speed change, and the motor / generators 2 and 3 are electrically controlled. ing. The electronic control unit 12 is mainly composed of a microcomputer, performs computation using data detected by a sensor (not shown) or data stored in advance, and outputs the result as a control command signal. It is configured.

  Next, the operation of the hybrid drive device described above will be described. The power of the engine 1 is transmitted to the ring gear R20 of the input side transmission 20. In a low speed state including when starting, the sleeve 23 is moved to the direct coupling position (the left position in FIG. 1) and is engaged with the movable hub 24. Therefore, the input side transmission 20 is rotated as a whole because the sun gear S20 and the ring gear R20 are connected. This state is shown in a collinear diagram in FIG. 2. Since the three of the ring gear R20, the carrier C20, and the sun gear S20 rotate at the same speed, the operating state of the input side transmission 20 is represented by a straight line parallel to the base line. The

  Therefore, the power of the engine 1 is transmitted as it is to the carrier C4 of the power distribution mechanism 4 through the input side transmission 20. When starting or at a low vehicle speed, the rotational speed of the ring gear R4, which is an output element, is lower than the rotational speed of the carrier C4. Therefore, as shown in a collinear diagram in FIG. The sun gear S4 and the first motor / generator 2 connected thereto rotate in the same direction as the engine 1 and the carrier C4 at a higher speed. In this state, when the first motor / generator 2 is caused to function as a generator, a reaction force torque accompanying the power generation acts on the sun gear S4. This is a downward force in the alignment chart of FIG.

  Since the output torque of the engine 1 is acting on the carrier C4 which is an input element, and this is an upward force in the collinear diagram of FIG. 2, the output force is exerted by the reaction torque acting on the sun gear S4. A torque that rotates the ring gear R4 as an element and the output shaft 5 connected thereto in the forward rotation direction (the rotation direction of the engine 1) is generated. In this case, if the rotational speed of the first motor / generator 2 is equal to or higher than the rotational speed of the engine 1, the rotational speeds of the ring gear R4 and the output shaft 5 are equal to or lower than the engine rotational speed. Torque is amplified and transmitted to the output shaft 5.

  The electric power generated by the first motor / generator 2 is supplied to the second motor / generator 3, which functions as an electric motor. The power of the second motor / generator 3 is transmitted to the output shaft 5 via the output side transmission 6 and is transmitted to driving wheels (not shown) as a driving force together with the power transmitted via the power distribution mechanism 4. . That is, mechanical power transmission and power transmission accompanied by power conversion occur.

  When the vehicle speed increases, the rotational speed of the first motor / generator 2 decreases so as to maintain the operating point of the engine 1 at the operating point on the optimum fuel consumption line. As described above, as the vehicle speed increases, the rotation speed of the first motor / generator 2 is decreased, and depending on the situation, power is run in the negative rotation direction (rotation direction opposite to the engine 1). That is, the first motor / generator 2 functions as a motor.

Such a tendency becomes more prominent as the vehicle speed increases. This is to suppress an increase in the rotational speed of the engine 1 and maintain the operating point on the optimum fuel consumption line. Therefore, in the hybrid drive device of the above SL, at the time of high speed cruising, the speed ratio of the input-side transmission 20 is set to a small high speed stage than the direct coupled stage described above. That is, the sleeve 23 is moved to the acceleration position (the right position in FIG. 1), and the sun gear S20 is fixed. This state is shown in a collinear diagram in FIG. 3. In the input side transmission 20, the power of the engine 1 is input to the ring gear R20 with the sun gear S20 fixed. This rotates at a higher speed than the connected ring gear R20. Since the carrier C20 is connected to the carrier C4 in the power distribution mechanism 4, by reducing the gear ratio of the input side transmission 20 as described above or by setting the input side transmission 20 to an overdrive state. The input rotational speed of the power distribution mechanism 4 can be increased without increasing the engine rotational speed.

  The operation state when the input side transmission 20 is set to the overdrive state during high-speed cruising is shown in an alignment chart in FIG. 3, and the rotation speed of the ring gear R4, which is an output element in the power distribution mechanism 4, depends on the vehicle speed. Even if the speed is high, the rotational speed of the carrier C4, which is an input element, is relatively high, so the rotational speed of the first motor / generator 2 and the sun gear S4 to which the first motor / generator 2 is connected is close to zero. The rotation speed becomes low. Therefore, even if the first motor / generator 2 functions as a generator or functions as a motor, the electric capacity, that is, the amount of power generation and the output are reduced. That is, since the electrical load is reduced, it is possible to reduce power loss such as power loss and improve the power transmission efficiency as a whole.

  In particular, when the first motor / generator 2 functions as a motor and performs reverse power running, the second motor / generator 3 functions as a generator and the electric power is supplied to the first motor / generator 2. Arise. However, when the input side transmission 20 is set to a high speed stage and the input rotational speed of the power distribution mechanism 4 is increased as described above, the rotational speed is low even if the first motor / generator 2 is reversely powered. Therefore, the electric power consumed or required here is small, and as a result, the power circulation becomes small. Therefore, it is possible to suppress a decrease in the power transmission efficiency as a whole.

  When this is compared with the case where the gear ratio of the input side transmission 20 is maintained in the direct coupling stage, it is as shown in FIG. That is, if the transmission gear ratio of the input side transmission 20 is large, the rotation speed of the ring gear R20, which is the output rotation speed, and the rotation speed of the carrier C4 of the power distribution mechanism 4 connected thereto are relatively low. The operating state of the distribution mechanism 4 is indicated by a broken line in FIG. Therefore, the sun gear S4, which is a reaction force element, is negatively rotated at a relatively high speed by the first motor / generator 2 connected thereto. That is, since the first motor / generator 2 is reversely rotated at high speed, the degree of power circulation increases, power loss increases, and power transmission efficiency decreases accordingly.

Shifting by the input side transmission 20 by the switching mechanism 21 described above can be performed by moving the sleeve 23 linearly. That is, the direct connection stage and the high speed stage can be set by one switching mechanism 21. Here, “one switching mechanism” means a mechanism that has one engaging member that is moved by an actuator to change the connection state of a plurality of rotating elements or fixed elements. It is a mechanism that is configured to be good. Therefore, according to the hybrid drive apparatus configured as described above above, the speed change can switching mechanism 21 and simplifies its actuator for performing, it can be miniaturized structure of the entire hybrid drive device accordingly. The switching mechanism 21 is constituted by a dog clutch mechanism, and a load that moves the sleeve 23 in the engaged state to the release side does not particularly act. That is, unlike a general friction clutch mechanism, no power is particularly required to maintain the engaged state, so that power loss can be reduced, and power transmission efficiency can be improved in this respect as well.

The hybrid drive system of the above SL is provided with the plurality of sets of planetary gear mechanism functions as a power distribution mechanism 4 and the input-side transmission 20, between these planetary gear mechanism of the motor generator 2 Is arranged. In particular, each planetary gear mechanism is arranged on the side opposite to the engine 1 with respect to the first motor / generator 2 which is connected to the power distribution mechanism 4 as a reaction force element and functions to control the engine speed. The first motor / generator 2 is preferably a so-called high torque type, and its outer diameter is relatively large, but this is disposed on the engine 1 side, and on the opposite side (front engine rear wheel drive vehicle (FR Since each planetary gear mechanism and the second motor / generator 3 are arranged on the rear side in the in-vehicle state with respect to the car), the outer diameter on the vehicle interior side in the in-vehicle state becomes relatively small. In other words, since the outer diameter on the side of the passenger compartment, where space constraints are large, can be reduced, vehicle mountability can be improved.

  Further, since each motor generator 2, 3 is provided with a terminal block (not shown) for electrical connection, the terminal block is placed between each motor generator 2, 3. If it arrange | positions, wiring of a wire will become easy. In addition, since the power distribution mechanism 4 and the input-side transmission 20 can be disposed on the inner peripheral side of each terminal block to effectively use the space, the overall configuration of the hybrid drive device can be reduced in size. .

It will now be described Ichigu body of the invention. The example shown in FIG. 4 is an example in which the entire input side transmission 20 including the switching mechanism is disposed between the first motor / generator 2 and the second motor / generator 3. Therefore, in the configuration shown in FIG. 4, the same parts as those shown in FIG. 1 described above are denoted by the same reference numerals as those in FIG.

  The first motor / generator 2, the power distribution mechanism 4, the input side transmission 20, the second motor / generator 3, and the output side transmission 6 are arranged in this order from the engine 1 side on the rotation center axis of the engine 1. . The intermediate shaft 27 connected to the engine 1 extends through the first motor / generator 2, the power distribution mechanism 4, and the center of the input side transmission 20 to the output shaft 5 side from the input side transmission 20. A low clutch Clow is provided between the intermediate shaft 27 and the carrier C20 in the input side transmission 20, and a high clutch Chi is provided between the intermediate shaft 27 and the ring gear R20 in the input side transmission 20. Yes. These clutches Clow and Chi correspond to the switching mechanism in the present invention, and in the example shown in FIG. 4, are constituted by a friction clutch mechanism.

  In addition, the sun gear S20 in the input side transmission 20 is connected and fixed to a fixed portion 26 via a predetermined intermediate member that passes through the central portions of the power distribution mechanism 4 and the first motor / generator 2. Therefore, in the input side transmission 20, since the carrier C20 becomes an input element when the low clutch Clow is engaged, and the carrier C20 is connected to the carrier C4 of the power distribution mechanism 4, the input power is increased or decreased. Without being done, it is configured to output the power distribution mechanism 4 as it is. That is, the low speed stage (directly connected stage) with a gear ratio of “1” is set by engaging the low clutch Clow. Further, when the high clutch Chi is engaged, the ring gear R20 becomes an input element, and in this state, the sun gear S20 is fixed, so that the carrier C20, which is an output element, is accelerated and rotated, from which the power distribution mechanism The fourth carrier C4 is configured to transmit power. That is, a high speed stage (OD stage) with a gear ratio smaller than “1” is set by engaging the high clutch Chi. FIG. 5 collectively shows the relationship between the engagement / release (ON / OFF) states of these clutches Clow and Chi and the respective shift stages.

  Further, FIG. 4 shows the terminal blocks 2A and 3A of the motor generators 2 and 3, and these terminal blocks 2A and 3A are arranged between the motor generators 2 and 3, respectively. A power distribution mechanism 4 and an input side transmission 20 are arranged between the motor generators 2 and 3 on the inner peripheral sides of the terminal blocks 2A and 3A and the stator coil.

  The other configuration shown in FIG. 4 is the same as the configuration of the hybrid drive device shown in FIG. 1 described above. Therefore, the clutches Clow and Chi are engaged as shown in FIG. 5 according to the vehicle speed and the required driving force. By releasing, it can be operated as shown in FIGS. 2 and 3 described above. In other words, the input side transmission 20 can be set to the low speed side direct connection stage at low speeds to obtain a necessary and sufficient driving force, and the input side transmission 20 can be set to the high speed side OD stage at high speed cruising. Thus, by setting the input rotational speed of the power distribution mechanism 4 to a relatively high rotational speed, it is possible to prevent or suppress power circulation and improve power transmission efficiency and fuel consumption. In the configuration shown in FIG. 4, the power distribution mechanism 4 and the input-side transmission 20 are arranged between the first motor / generator 2 and the second motor / generator 3 so that the first motor has a relatively large outer diameter. Since the generator 2 is disposed on the engine 1 side, the mounting property on the vehicle (particularly the FR vehicle) can be improved. Further, the power distribution mechanism 4 and the input side transmission 20 are arranged on the inner peripheral side of the terminal blocks 2A and 3A of the motor generators 2 and 3 and are arranged to effectively use the space, so that the hybrid drive The overall configuration of the apparatus can be reduced, and in-vehicle performance can also be improved in this respect.

It is a skeleton figure which shows typically the reference example of the hybrid drive device concerning this invention. It is a collinear diagram about the input side transmission and power distribution mechanism for demonstrating the operation state at the time of low speed. It is a collinear diagram about the input side transmission and power distribution mechanism for demonstrating the operation state at the time of high speed driving | running | working. It is a skeleton figure which shows typically an example of the hybrid drive device concerning this invention. It is a chart which shows collectively the state of engagement / release of each clutch for setting this direct connection stage and OD stage.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine (engine), 2 ... 1st motor generator, 3 ... 2nd motor generator, 4 ... Power distribution mechanism, 5 ... Output shaft, 12 ... Electronic control unit, 20 ... Input side transmission, 21 ... Switching mechanism, 26: fixed part, Clow: low clutch, Chi: high clutch.

Claims (1)

A first electric motor having a function of generating electric power driven by the power output from the internal combustion engine and a second electric motor that operates by the electric power supplied from the first electric motor and applies power to the output member are on the same axis. And a power distribution mechanism for distributing the power output from the internal combustion engine to the first motor and the output member side between the first electric motor and the second electric motor. In the hybrid drive device including a transmission that shifts the power output from the motor and transmits the power to the power distribution mechanism,
The transmission includes a planetary gear mechanism, at least a part of which is disposed between the motors together with the power distribution mechanism ,
The power distribution mechanism holds a first sun gear connected to the first electric motor, a first ring gear connected to the output member, and a pinion gear engaged with the first sun gear and the first ring gear. It is constituted by a single pinion type planetary gear mechanism that performs a differential action with the first carrier as a rotating element,
The transmission is engaged with a fixed second sun gear, a second ring gear disposed concentrically with the second sun gear, a pinion gear meshing with the second sun gear, and the pinion gear and the second ring gear. A double pinion type planetary gear mechanism that performs a differential action with a second carrier that holds the other pinion gear and that is connected to the first carrier as a rotating element, and the internal combustion engine includes the second carrier and the second carrier. A switching mechanism for selectively connecting to the second ring gear;
The hybrid drive device, wherein the switching mechanism is disposed between the electric motors .

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