JP4844359B2 - Hybrid drive unit - Google Patents

Hybrid drive unit Download PDF

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Publication number
JP4844359B2
JP4844359B2 JP2006310822A JP2006310822A JP4844359B2 JP 4844359 B2 JP4844359 B2 JP 4844359B2 JP 2006310822 A JP2006310822 A JP 2006310822A JP 2006310822 A JP2006310822 A JP 2006310822A JP 4844359 B2 JP4844359 B2 JP 4844359B2
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electric motor
gear
braking
brake
torque
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JP2008126711A (en
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幸彦 出塩
祥浩 飯島
英明 駒田
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トヨタ自動車株式会社
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    • 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
    • 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
    • Y02T10/64Electric machine technologies in electromobility

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving device which is equipped with an oil pump, and has a good vehicle mounting property. <P>SOLUTION: In the hybrid driving device, an internal combustion 1, an output shaft 5 and a first electric motor 2 are coupled to a power transfer mechanism 4 which is formed by combining multiple pairs of differential gear mechanisms 41, 42. A brake mechanism BK for fixing in an overdrive state is provided by selectively preventing rotations of any of rotating elements Sr in the power transfer mechanism 4, and a second electric motor 3 for adding torque to the output shaft 5 is arranged on the same axis as the first electric motor 2. In the hybrid driving device, the oil pump Op for generating braking oil pressure or lubricating oil pressure is arranged between the first electric motor 2 and the second electric motor 3, and the oil pump Op is coupled between the first electric motor 2 and the second electric motor 3 so as to transmit the torque to a member Cf coupled to the internal combustion 1. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention relates to a hybrid drive device including an internal combustion engine and at least two electric motors as a power unit, and in particular, a power distribution mechanism capable of continuously changing the rotational speed of the internal combustion engine and the power distribution mechanism thereof. The present invention relates to a hybrid drive device having a mechanism that can be fixed in a so-called overdrive state.

  As is well known, the hybrid drive system includes an electric motor and a motor / generator as a power unit in addition to the internal combustion engine, and operates the internal combustion engine in a state as efficient as possible while maintaining the output torque and engine braking force. This drive device is configured to compensate for excess and deficiency with an electric motor or a motor / generator, and to regenerate energy during deceleration, thereby reducing exhaust gas from the internal combustion engine and simultaneously improving fuel consumption. In this type of drive device, when the output rotational speed is relatively low, power is generated by an electric motor having a power generation function connected to the power distribution mechanism, and the electric power is supplied to another electric motor. This is made to function as a motor and the power is added to an output member. On the other hand, when the output rotational speed is relatively high, the electric motor connected to the power distribution mechanism is rotated as a motor in the opposite direction to the internal combustion engine, and the electric power functions as another electric generator. Will be able to. This is a state where power is converted into electric power by the other electric motor on the output side, the electric power is returned to the input side, changed into mechanical power, and transmitted to the output side, and as a result, converted into electric power. As a result, a power circulation accompanied by the occurrence of energy is generated and energy loss is increased, which deteriorates the power transmission efficiency and the fuel efficiency of the hybrid vehicle.

  In order to eliminate such an inconvenience, it has been studied to configure such that at least two operation modes can be set by changing the substantial gear ratio between the internal combustion engine and the output member to high and low. One example thereof is described in Patent Document 1. The apparatus described in Patent Document 1 includes a first motor / generator, a single pinion type planetary gear mechanism, a double pinion type planetary gear mechanism, and a second motor / generator arranged on the rotation center axis of the engine. The internal combustion engine and the first motor / generator are connected to a single pinion type planetary gear mechanism, which functions as a power distribution mechanism. In addition, the carrier of the single pinion type planetary gear mechanism and the ring gear of the double pinion type planetary gear mechanism, and the ring gear of the single pinion type planetary gear mechanism and the carrier of the double pinion type planetary gear mechanism are respectively connected, and the single pinion type The ring gear of the planetary gear mechanism and the carrier of the double pinion type planetary gear mechanism are connected to the output member and the second motor / generator. Furthermore, a brake for selectively fixing the sun gear of the double pinion type planetary gear mechanism is provided.

  Therefore, in the apparatus described in Patent Document 1, in the state where the brake is released, the output torque of the engine and the torque of the first motor / generator distributed or synthesized by the single pinion type planetary gear mechanism are output to the output member. Thus, a so-called normal mode in which the engine speed is controlled by the first motor / generator is set. On the other hand, when the sun gear of the double pinion type planetary gear mechanism is fixed by engaging the brake, a function as a speed increasing mechanism is generated with the sun gear as a fixed element, the ring gear as an input element, and the carrier as an output element. As a result, even when the output rotational speed is a high rotational speed, the engine rotational speed can be relatively reduced.

  The hybrid drive device that can change the operation mode requires control oil pressure for operating the engagement mechanism, oil pressure for lubrication, etc., and therefore, an oil pump that generates these oil pressures is built in. For example, Patent Document 2 describes a configuration in which an oil pump is disposed on the outer peripheral side of a planetary gear mechanism disposed between the first and second motor / generators. Then, power is transmitted from the carrier of the planetary gear mechanism to the oil pump. Further, Patent Document 3 discloses an apparatus that performs control for fixing a planetary gear mechanism, to which an engine and a first motor / generator are coupled, to a speed increasing mechanism.

JP 2004-345527 A JP 2005-98337 A JP 2005-9514 A

  Since the hybrid drive device described in Patent Document 1 described above is adapted to engage or release the brake in order to change the operation mode, the hydraulic pressure is required to drive the brake, and therefore the hydraulic pressure is reduced. It is preferable to provide an oil pump that generates. In addition, the oil pump is preferably configured to be driven by an engine in order to generate stably even at a high hydraulic pressure and to improve energy efficiency. Therefore, a configuration in which this type of oil pump is disposed adjacent to the engine on the output side is conceivable. In such a configuration, the position of the first motor / generator having a large outer diameter is located on the output shaft side from the engine. It is in a distant position. As a result, the portion of the hybrid drive device having the large outer diameter becomes longer on the output shaft side, so that the mountability with respect to the vehicle (particularly the FR vehicle in which the engine is mounted in the front-rear direction of the vehicle) is deteriorated.

  Further, as described in Patent Document 2, if the oil pump is disposed on the output shaft side of the first motor / generator having a large outer diameter, power is transmitted from the engine output shaft to the oil pump. As a result, the outer diameter of the hybrid drive device increases. That is, when the first motor / generator is interposed between the engine and the oil pump, and the drive shaft for transmitting power to the oil pump is arranged on the outer peripheral side of the first motor / generator, the drive shaft is disposed in the space for arranging the drive shaft. Accordingly, the casing of the hybrid drive device is formed to have a large diameter, and as a result, the overall outer diameter of the hybrid drive device may become large, resulting in poor in-vehicle performance. Thus, conventionally, there has been room for studying a new configuration when incorporating an oil pump in a hybrid drive device.

  The present invention has been made by paying attention to the above technical problem, and an object of the present invention is to provide a hybrid drive device with good vehicle mounting properties.

In order to achieve the above object, the invention of claim 1 is directed to continuously changing the internal combustion engine, the output member, and the rotational speed to a power distribution mechanism having a combination of a plurality of differential gear mechanisms. Is connected to the first electric motor having a power generation function for continuously changing the rotational speed ratio between the internal combustion engine and the output member, and further selectively rotates any of the rotating elements in the power distribution mechanism. A braking mechanism is provided to prevent the internal combustion engine from rotating at a speed lower than that of the output member, thereby providing a braking mechanism for adding torque to the output member. In the hybrid drive device in which the second electric motor is arranged on the same axis as the first electric motor, a control hydraulic pressure or moisture is provided between the first electric motor and the second electric motor. An oil pump for generating the hydraulic pressure is arranged, and between the oil pump with the first motor and the second electric motor, that is connected before SL internal combustion engine to cover the outer peripheral side of the power distributing mechanism cylinder have been linked to the torque transmitted to the section member, the brake mechanism is characterized in that it is disposed on the outer peripheral side of the cylindrical member while being constituted by a multi-plate friction engagement mechanism.

  According to a second aspect of the present invention, in the first aspect of the invention, the plurality of sets of differential gear mechanisms are arranged concentrically with respect to the first sun gear connected to the first electric motor and the first sun gear. And a first ring gear connected to the output member and the second electric motor, and a first carrier holding a pinion gear meshed with the first sun gear and the first ring gear and connected to the internal combustion engine. A single pinion type planetary gear mechanism, a second sun gear selectively braked by the braking mechanism, a second ring gear arranged concentrically with respect to the second sun gear and connected to the internal combustion engine, The pinion gear meshing with the second sun gear and the other pinion gear meshing with the pinion gear and the second ring gear are held and moved forward. It is a hybrid drive unit, characterized in that a double-pinion type planetary gear mechanism and a second carrier which is connected to the output member and the second electric motor and the rotating element.

The invention according to claim 3, characterized in that in the invention of claim 2, before Symbol cylindrical member is integral with said second ring gear, further comprising a pre-Symbol oil pump drive formic Ya to transmit torque to the oil pump, the cylindrical member Passes through the outer peripheral side of the single pinion type planetary gear mechanism and extends to the side end side of the single pinion type planetary gear mechanism, and the end of the cylindrical member is the first carrier in the single pinion type planetary gear mechanism. And the oil pump drive gear is integrally attached to the end of the cylindrical member or the first carrier.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the oil pump includes a cover member that forms a part of the casing, and the brake mechanism is pressed against the cover member. The hybrid drive device is characterized in that a cylinder portion for accommodating a piston to be engaged is formed.

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects of the present invention, each of the electric motors has a case portion that covers the outer periphery thereof, and houses a piston that presses and engages the braking mechanism. A cylinder portion is disposed on the second motor side and is fixed to a case portion of the second motor, and the brake mechanism includes a friction material and the friction material is disposed on the first motor side. The hybrid drive device is fixed to a case portion of the first electric motor.

  A sixth aspect of the present invention provides the oil pump according to any one of the first to fifth aspects, wherein the oil pump has a drive shaft that rotates by being transmitted with the power output from the internal combustion engine. A differential gear mechanism is arranged on the outer peripheral side of the differential gear mechanism in parallel with the central axis of these differential gear mechanisms, and a driven gear is attached to one end of the drive shaft, and further in the radial direction from the drive shaft on the differential gear mechanism side. In the hybrid drive device, at least a part of the braking mechanism is disposed.

  According to a seventh aspect of the present invention, in any one of the first to sixth aspects, the braking mechanism is moved back and forth by a predetermined actuator to be integrated with any one of the rotating elements or the rotating element in the power distribution mechanism. A hybrid drive device comprising a dog clutch mechanism having an engagement sleeve that engages with a member of the actuator, wherein the engagement sleeve is fixed in the rotational direction so as to stop rotation at a portion on the actuator side. is there.

  The invention according to claim 8 is the invention according to any one of claims 1 to 7, wherein the one-way clutch that is engaged when a torque in the forward rotation direction acts on any one of the rotating elements in the power distribution mechanism, The hybrid drive device is arranged in series between any of the rotating elements and the braking mechanism.

  According to a ninth aspect of the present invention, in the eighth aspect of the invention, when braking any one of the rotating elements in the power distribution mechanism, the rotational speeds of the rotation-side member and the fixed-side member in the braking mechanism are synchronized. The hybrid drive device further comprises a brake control means for switching the braking mechanism to a braking state in the state in which the brake mechanism is in operation.

  According to a tenth aspect of the present invention, in the ninth aspect of the invention, when the torque of the first electric motor becomes a predetermined value or less, the braking mechanism is engaged from an operation mode set by releasing the braking mechanism. The hybrid drive device further comprises mode switching determination means for determining the end of switching to the operation mode set in the above.

  According to an eleventh aspect of the present invention, in the invention according to the eighth or ninth aspect, when the operation mode is changed by switching the braking mechanism from the engaged state to the released state, the rotational speed of the rotation-side member in the braking mechanism is synchronized. The hybrid drive device further includes a brake release control means for releasing the brake mechanism when the rotational speed is reached.

  According to the first aspect of the present invention, the oil pump is disposed between the first motor having a relatively large outer diameter and the second motor disposed on the same axis as the first motor. 1 The space generated by the large outer diameter of the electric motor can be used effectively, and the power of the internal combustion engine to the oil pump is transmitted between the electric motors. This is a factor that increases the outer diameter of the hybrid drive device. Does not occur or decreases. As a result, it is possible to set an operation mode for increasing the output rotation speed, and to reduce the overall configuration of the hybrid drive device including the oil pump, and to prevent or suppress an increase in the outer diameter, thereby improving the mountability on the vehicle. be able to.

  According to the second aspect of the present invention, the planetary gear mechanism and the brake are divided into an operation mode in which the rotational speed of the internal combustion engine is controlled by the first electric motor and an operation mode in which the output of the internal combustion engine is increased and output to the output member. Can be set by mechanism. Further, since the planetary gear mechanism can be configured to have a smaller diameter than that of the first electric motor, the oil pump can be arranged by effectively using the space on the outer peripheral side thereof, and the internal combustion engine is provided via the carrier of the single pinion type planetary gear mechanism. The power can be transmitted to the oil pump. In this respect as well, the overall configuration of the hybrid drive device can be reduced in size, and the in-vehicle performance can be improved.

  According to the invention of claim 3, the carrier of the single pinion type planetary gear mechanism, the ring gear of the double pinion type planetary gear mechanism, and the drive gear of the oil pump can be integrated, and the connecting structure is simplified. Can be

  According to the fourth aspect of the present invention, the actuator of the braking mechanism can be configured by using the constituent members of the oil pump. Therefore, the number of necessary parts is reduced by sharing the parts, and the configuration of the hybrid drive apparatus as a whole accordingly. Can be reduced in size and weight.

  According to the fifth aspect of the present invention, the braking mechanism and the actuator for operating the brake mechanism can be arranged by effectively using the space generated between the electric motors. As a result, the overall configuration of the hybrid drive device can be reduced in size. Moreover, the mountability with respect to the vehicle can be improved.

  According to the invention of claim 6, the drive shaft of the oil pump has a smaller diameter than the so-called main body portion of the driven gear or the oil pump attached to the oil pump, and at least a part of the braking mechanism on the inner peripheral side with respect to the drive shaft. Therefore, the space in the radial direction between the braking mechanism and the oil pump can be reduced, and as a result, the overall outer diameter of the hybrid drive device can be reduced.

  According to the seventh aspect of the present invention, the engaging sleeve can stop the rotation of any one of the rotating elements by engaging with any of the rotating elements or a member integral therewith. Since the engagement sleeve itself is prevented from rotating by an actuator that operates the sleeve, the number of parts can be reduced, and the overall configuration of the hybrid drive apparatus can be reduced in size and weight.

  According to the invention of claim 8, since the direction of the torque acting on any one of the rotating elements becomes the direction in which the one-way clutch is engaged, the rotation of the rotating element is stopped. It is possible to reduce or prevent a shock when switching to a fixed and set operation mode.

  According to the invention of claim 9, when switching to the operation mode for braking any one of the rotating elements, since the change in the rotation speed accompanying the braking hardly occurs, the shock can be prevented or reduced, and the operation mode can be surely performed. Can be changed.

  According to the tenth aspect of the present invention, when any one of the rotating elements is fixed by the braking mechanism, the first electric motor does not receive the torque, so that the operation mode is switched based on the torque of the first electric motor. It can be determined with certainty.

  According to the eleventh aspect of the invention, since the change in the rotational speed due to the release of the braking mechanism hardly occurs, it is possible to prevent or suppress a shock when the braking mechanism is released and the operation mode is changed.

  Next, the present invention will be described based on specific examples. FIG. 1 is a diagram showing a specific example of the present invention. In this specific example, a motor (engine: ENG) 1 and two motor generators (MG1, MG2) 2, 3 as generators or motors are shown. 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 a power distribution mechanism 4. The power distribution mechanism 4 is configured by combining a plurality of sets of differential gear mechanisms such as a planetary gear mechanism. Specifically, a set of single pinion type planetary gear mechanisms 41 and a set of double pinion type planetary gear mechanisms 42 are combined. The single pinion type planetary gear mechanism 41 and the double pinion type planetary gear mechanism 42 are arranged on the rotation center axis of the engine 1 in the order given here from the side of the engine 1, and the single pinion type planetary gear mechanism 42. A first motor / generator 2 is arranged between the engine 41 and the engine 1. 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 power distribution mechanism 4.

  The single pinion type planetary gear mechanism 41 includes a sun gear Sf that is an external gear, a ring gear Rf that is an internal gear disposed concentrically with the sun gear Sf, and a pinion gear that meshes with the sun gear Sf and the ring gear Rf. The carrier Cf holding the Pf so as to rotate and revolve is used as a rotating element so as to have a differential action, and the engine 1 is connected to the carrier Cf. Therefore, the carrier Cf is an input element. The first motor / generator 2 is connected to the sun gear Sf.

  The first motor / generator 2 is configured to generate electric power by forcibly rotating it with an external force and to function as a motor by supplying electric power. Therefore, the first motor / generator 2 is configured to function as a generator. As a result, the sun gear Sf is configured as a reaction force element. Further, the ring gear Rf is connected to the output shaft 5 corresponding to the output member in the present invention. The output shaft 5 is disposed on the rotation center axis of the engine 1 and is configured to output power to drive wheels (not shown). Therefore, the ring gear Rf is an output element.

  The double pinion type planetary gear mechanism 42 includes a sun gear Sr that is an external gear, a ring gear Rr that is an internal gear arranged concentrically with the sun gear Sr, a pinion gear Pr1 that meshes with the sun gear Sr, and its The carrier Cr holding the other pinion gear Pr2 meshed with the pinion gear Pr1 and the ring gear Rr so as to rotate and revolve is used as a rotating element to perform a differential action.

  The ring gear Rr is coupled to the carrier Cf in the single pinion type planetary gear mechanism 41 described above. Since the engine 1 is connected to the carrier Cf, the ring gear Rr of the double pinion type planetary gear mechanism 42 is eventually connected to the engine 1. The carrier Cr in the double pinion type planetary gear mechanism 42 is connected to the ring gear Rf and the output shaft 5 in the single pinion type planetary gear mechanism 41. A braking mechanism for selectively braking the sun gear Sr, that is, a brake mechanism BK is provided. In short, the brake mechanism BK only needs to be able to brake the sun gear Sr, and can be constituted by a frictional engagement mechanism, a meshing engagement mechanism such as a dog clutch, or the like.

  Therefore, when the brake mechanism BK is released, the double pinion type planetary gear mechanism 42 does not perform a speed change action because the sun gear Sr is in a so-called free state and does not receive torque. On the other hand, when the sun gear Sr is braked by engaging the brake mechanism BK, the sun gear Sr becomes a reaction force element, the carrier Cr becomes an output element, and the ring gear Rr becomes an input element. The planetary gear mechanism 42 is configured to function as a speed increasing mechanism.

A second motor / generator 3 is arranged on the same axis on the opposite side of the first motor / generator 2 with the planetary gear mechanisms 41 and 42 interposed therebetween. The second motor / generator 3 is of a high rotation and low torque type as compared with the first motor / generator 2, and its rotor is connected to the output shaft 5, and torque is exchanged with the output shaft 5. It is configured to be able to. Instead of the configuration in which the second motor / generator 3 is directly connected to the output shaft 5, for example, as shown in FIG. 2, a transmission mechanism 6 is interposed between the second motor / generator 3 and the output shaft 5. Also good. The speed change mechanism 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 speed ratios. 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 includes a mechanism composed of a low-speed gear pair and a high-speed gear pair, a mechanism composed of a set of planetary gear mechanisms and a clutch and a brake, and a compound planetary gear mechanism combining two sets of planetary gear mechanisms. And a mechanism including an engaging device such as a brake.

  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. .

  An oil pump Op that is driven by the power of the engine 1 and generates hydraulic pressure is disposed on the outer peripheral side of the power distribution mechanism 4 described above, that is, in an intermediate portion in the axial direction of the motor generators 2 and 3. The oil pump Op generates a hydraulic pressure for control or a hydraulic pressure for lubrication by transmitting the power output from the engine 1 and rotating. The gear pump, the radial piston pump, the vane pump, the axial piston An appropriate pump such as a pump can be operated. The oil pump Op is connected to the carrier Cf in the single pinion planetary gear mechanism 41 described above or the ring gear Rr in the double pinion planetary gear mechanism 42 integral therewith so as to be able to transmit torque.

FIG. 3 is a cross-sectional view showing a specific configuration of the hybrid drive device including the oil pump Op, and a sleeve (cylindrical member) 11 integrated with the ring gear Rr of the double pinion type planetary gear mechanism 42 is provided. The sleeve 11 extends from the outer peripheral side of the single pinion type planetary gear mechanism 41 to the first motor / generator 2 side, and the side end of the single pinion type planetary gear mechanism 41 (on the left side of FIG. 3). Bending toward the inner periphery at the end). The tip of the bending to which the portion (i.e. the flange portion which extends the central axis side) are consolidated at appropriate bonding hand stages of welding to the carrier Cf of a single pinion type planetary gear mechanism 41. A drive gear 12 for the oil pump Op is attached to the outer surface of the flange portion (the surface on the first motor / generator 2 side).

  On the other hand, the first motor / generator 2 is accommodated in a first case 13 connected and fixed to the engine 1, and the first case 13 has a space for accommodating the first motor / generator 2. A partition wall 14 that is partitioned from the space for the power distribution mechanism 4 is integrally provided. A brake cylinder portion 15 is provided so as to protrude in the axial direction at a position far away from the outer peripheral portion of the single pinion type planetary gear mechanism 41 on the side surface of the partition wall portion 14 on the power distribution mechanism 4 side. A brake drum 16 having a diameter larger than that of the sleeve 11 is arranged concentrically with the brake cylinder 15 on the inner peripheral side of the brake cylinder 15. Brake discs and brake plates, which are friction plates 17 arranged alternately with each other, are spline-fitted to the inner peripheral surface of the brake cylinder 15 and the outer peripheral surface of the brake drum 16. That is, one friction plate 17 is fixed to the first case 13 that houses the first motor / generator 2. Thus, the brake mechanism BK described above is formed.

  Further, a second case 18 that houses the power distribution mechanism 4 and the second motor / generator 3 is connected to the opposite side of the first case 13 to the engine 1. On the inner peripheral surface of the second case 18, a partition wall portion 19 that partitions a space for storing the power distribution mechanism 4 and a space for storing the second motor / generator 3 is provided with the partition wall portion 14 of the first case 13. It arrange | positions so that it may oppose substantially.

  A pump housing portion 20 is formed on a side surface of the partition wall portion 19 on the power distribution mechanism 4 side, and a rotating portion of the oil pump Op is housed in the pump housing portion 20. In addition, a pump cover 21 is attached to the pump housing portion 20 in a state where the rotating portion of the oil pump Op is housed. The pump cover 21 constitutes a part of the casing of the oil pump Op. The pump cover 21 extends to the first motor / generator 2 side through the outer peripheral side of the brake mechanism BK. A cylindrical shaft support portion 22 and a cylinder portion 23 which is a concave portion having a ring shape as a whole toward the friction plate 17 in the brake mechanism BK are integrally formed.

  A piston 24 is accommodated in the cylinder portion 23 so as to be able to move back and forth in the axial direction, and is configured so that hydraulic pressure can be supplied to the inside of the cylinder portion 23, that is, the rear end portion of the piston 24. Here, a hydraulic actuator for engaging and releasing the brake mechanism BK is configured. That is, the cylinder portion 23 is fixed to the second case 18 that houses the second motor / generator 3, and an actuator for the brake mechanism BK is provided in the second case 18. Therefore, since the hydraulic actuator is configured by using a part of the pump cover 21, the number of parts is reduced correspondingly, and the overall configuration of the hybrid drive apparatus can be reduced.

  A drive shaft 26 connected to the rotating portion of the oil pump Op passes through the shaft support portion 22 of the pump cover 21 and is rotatably supported. The position of the drive shaft 26 is a radial position on the outer peripheral side of the power distribution mechanism 4 and smaller than the outer diameter of the first motor / generator 2. That is, the drive shaft 26 is disposed at a position adjacent to the first motor / generator 2 having a large outer diameter by utilizing a space at a location connected to the housing portion.

  The end of the drive shaft 26 on the first motor / generator 2 side is rotatably supported by the partition 14 in the first case 13. Furthermore, a driven gear 28 meshing with the drive gear 12 described above is attached to the drive shaft 26 so as to rotate as a unit. Therefore, since the drive gear 12 is integrated with the carrier Cf in the single pinion type planetary gear mechanism 41 and the engine 1 is connected to the carrier Cf, the oil pump Op is driven by the power of the engine 1. Yes.

  The brake mechanism BK in the present invention is not limited to a multi-plate type, and a band-type brake can be adopted as shown in FIG. The brake mechanism BK shown in FIG. 4 will be described. The brake band 29 is arranged so as to be selectively wound around the outer periphery of the brake drum 16 described above. One end of the brake band 29 is fixed by an anchor (not shown), and the other end is connected to an appropriate actuator (not shown) such as a hydraulic cylinder. Therefore, the brake band 29 tightens the brake drum 16 by bringing the other end portion closer to the one end portion by the actuator, and as a result, braking is performed by the frictional force generated between the two. . Even in such a configuration, at least a part of the brake mechanism BK can be arranged on the inner peripheral side of the drive shaft 26 in the oil pump Op, so that the space can be effectively used. The configuration can be reduced in size.

  The example shown in FIG. 5 is an example in which the brake mechanism BK is configured by a dog clutch. In the example shown in FIG. 5, the sun gear Sr in the double pinion type planetary gear mechanism 42 is integrally provided with a brake hub 30 instead of the brake drum 16 described above. The brake hub 30 is a disk-shaped member extending radially outward from one end of the sun gear Sr, and a spline is formed on the outer peripheral surface thereof along the axial direction.

  A brake sleeve 31 that is selectively splined to the brake hub 30 is an outer peripheral side of the power distribution mechanism 4, more specifically, a ring gear Rr in the double pinion type planetary gear mechanism 42 and a carrier in the single pinion type planetary gear mechanism 41. It is disposed close to the outer peripheral surface of the sleeve 11 connecting Cf. The brake sleeve 31 is a cylindrical member in which a spline that meshes with the spline of the brake hub 30 is formed on the inner peripheral surface of the front end portion (the right end portion in FIG. 5), and the rear end portion (the left side in FIG. 5). Is connected to an actuator that generates axial thrust.

  This actuator is configured to move the brake sleeve 31 in the axial direction, engage it with the brake hub 30, and operate to release the engagement. An electromagnetic actuator or the like can be employed. In the example shown in FIG. More specifically, a cylindrical intermediate case 33 is sandwiched between the first case 13 and the second case 18, and a flange-shaped support portion 34 is formed on the inner peripheral surface of the intermediate case 33. It is formed in a state protruding toward the center. An electromagnetic actuator 32 is attached to the inner peripheral end of the support portion 34. The electromagnetic actuator 32 is configured such that the armature moves back and forth by turning on / off the current, and the rear end portion of the brake sleeve 31 is connected to the armature.

  The armature in the electromagnetic actuator 32 is housed in a hollow housing portion formed at the inner peripheral end portion of the support portion 34. Therefore, the rear end portion of the brake sleeve 31 is an opening formed in the housing portion. It penetrates the part. The opening and the brake sleeve 31 penetrating therethrough are engaged with each other by a spline 35. That is, the brake sleeve 31 is fixed with respect to the rotation direction by a housing equivalent part constituting the actuator on the actuator side for moving the brake sleeve 31 back and forth. Therefore, this housing equivalent part also serves as a so-called fixed hub. As a result, the number of parts is reduced by sharing parts, and the overall configuration of the hybrid drive apparatus is advantageous for downsizing. .

  Therefore, in the brake mechanism BK shown in FIG. 5, for example, when the electromagnetic actuator 32 is energized (turned on), the brake sleeve 31 moves forward in the right direction in FIG. The sun gear Sr integrated with the brake hub 30 is fixed, and on the contrary, the energization is stopped (turned off) to release the fixing of the sun gear Sr so as to be in a so-called free state. . When the electromagnetic actuator 32 is turned off and the connection between the brake sleeve 31 and the brake hub 30 is released, the transmission of torque between the two is almost completely cut off, so that so-called dragging and accompanying power loss are prevented or suppressed. can do.

Next, the operation of the hybrid drive device described above will be described. 1 to 5, an operation mode (hereinafter referred to as a normal mode) in which the brake mechanism BK is released and the sun gear Sr of the double pinion type planetary gear mechanism 42 is in a free state; It is possible to set an operation mode (hereinafter referred to as an OD mode) in which the brake mechanism BK is engaged and the sun gear Sr is fixed. When the power output from the engine 1 is input to the carrier Cf in the power distribution mechanism 4 in the normal mode in which the brake mechanism BK is released, the power is distributed to the ring gear Rf that is an output element and the sun gear Sf that is a reaction force element. . In this case, when the first motor / generator 2 connected to the sun gear Sf is caused to function as a generator, a reaction force torque acts on the sun gear Sf in a direction opposite to the torque of the carrier Cf. This state is shown in an alignment chart in FIG. A straight line A in FIG. 6 shows a state in which the rotation speed of the first motor / generator 2 is controlled to be substantially zero. In this state, the ring gear Rf which is an output element and the output shaft connected thereto. 5 rotates at a higher rotational speed than the engine 1. The torque is a torque obtained by combining the torque of the carrier Cf transmitted from the engine 1 and the reaction torque generated by the first motor / generator 2.

  In this normal mode, if the rotational speed of the first motor / generator 2 is changed to a larger or smaller value, the engine rotational speed can be appropriately controlled accordingly. This is a so-called continuously variable transmission state. Therefore, the first motor / generator 2 can control the engine 1 to operate at the optimum fuel consumption. In this case, if the first motor / generator 2 rotates in the same direction as the engine 1 and functions as a generator, that is, if it is rotating forward, the first motor / generator 2 generates power. The electric power is supplied to the second motor / generator 3, which functions as an electric motor, and the torque is transmitted to the output shaft 5 directly or via the speed change mechanism 6. As described above, when the first motor / generator 2 is rotating in the normal rotation in the normal mode, the power of the engine 1 is transmitted to the output shaft 5 via the single pinion type planetary gear mechanism 41 and each motor. The power is transmitted to the output shaft 5 with power conversion by the generators 2 and 3, and these powers are combined and output from the output shaft 5. In this case, since the sun gear Sr of the double pinion type planetary gear mechanism 42 is in a free state, the double pinion type planetary gear mechanism 42 does not participate in the transmission of power to the output shaft 5.

  On the other hand, in the OD mode in which the sun gear Sr is fixed by engaging the brake mechanism BK, the power output from the engine 1 is transmitted to the ring gear Rr of the double pinion planetary gear mechanism 42 via the carrier Cf in the single pinion planetary gear mechanism 41. Is input as it is. In the double pinion type planetary gear mechanism 42, since the sun gear Sr is fixed, a speed increasing action occurs. This state is indicated by a straight line B in FIG. In this case, the first motor / generator 2 connected to the sun gear Sf in the single pinion type planetary gear mechanism 41 rotates in the opposite direction to the engine 1, but the first motor / generator 2 performs an electrical action. By controlling so that the first motor / generator 2 does not rotate, the single-pinion type planetary gear mechanism 41 is not involved in the transmission of torque to the output shaft 5. That is, in the OD mode, power is transmitted to the output shaft 5 only through the double pinion type planetary gear mechanism 42 and no power conversion is involved, so that power loss can be prevented or suppressed and power transmission efficiency can be improved. . In addition, when a vehicle equipped with the above hybrid drive device runs at a low load and high speed, the engine speed can be lowered by setting the OD mode, and as a result, the vehicle can run with good fuel efficiency. become.

  By the way, the brake mechanism BK brakes and fixes the sun gear Sr in the double pinion type planetary gear mechanism 42 and releases the brake to allow its rotation. Therefore, the brake mechanism BK is engaged and operated. Alternatively, there is a possibility that the rotational speed changes with the release operation, and the inertia torque is generated accordingly. Since the inertia torque becomes a factor of a shock accompanying switching of the operation mode, it is preferable to reduce it as much as possible. For this purpose, for example, as shown in FIG. 7, it is preferable to provide a one-way clutch F in series with the brake mechanism BK. That is, a one-way clutch F is interposed between the sun gear Sr and the brake mechanism BK. The one-way clutch F is engaged when the torque that rotates the sun gear Sr in the same direction as the rotation direction of the engine 1 is applied to the sun gear Sr, and this clutch is released when the torque is applied in the opposite direction. It is. 7 is the same as the configuration shown in FIGS. 1 to 3, the same reference numerals as those in FIGS. 1 to 3 are attached to FIG. 7 and the description thereof is omitted.

  In the hybrid drive apparatus provided with the one-way clutch F as shown in FIG. 7, the operation mode is switched as described below. FIG. 8 is a flowchart for explaining an example of the switching control, and is repeatedly executed every predetermined short time. First, it is determined whether or not the current operation mode is the OD mode, or whether or not switching control to the OD mode is being performed (step S1). This can be determined based on, for example, the state of the control command signal of the brake mechanism BK, or can be determined based on the hydraulic pressure if the brake mechanism BK is hydraulic.

  If the determination in step S1 is affirmative, the current operation mode is the OD mode, or the switching control to the OD mode is in progress. In this case, the brake mechanism BK is released and set to the normal mode. It is determined whether or not there is a switching request (step S2). In the normal mode, as described above, it is preferable from the viewpoint of fuel consumption to cause the first motor / generator 2 to perform normal rotation regeneration. Therefore, the determination in step S2 is based on the engine speed or the input speed of the power distribution mechanism 4 and the output shaft. Whether the ratio of the rotational speed of 5 is equal to or greater than a judgment reference value determined by the gear ratio of the single pinion type planetary gear mechanism 41 or the double pinion type planetary gear mechanism 42 (the ratio of the number of teeth of the sun gear to the number of teeth of the ring gear). This can be done by judging whether or not.

  If the determination in step S2 is affirmative, switching control from the OD mode to the normal mode is performed. First, the torque of the first motor / generator 2 is set in the negative direction (the torque of the engine 1 or the carrier Cf). It is gradually increased (sweep up) in the direction opposite to the direction) (step S3). As shown in FIG. 6, when the first motor / generator 2 is caused to function as a motor and its torque is increased in the negative direction, the torque that reversely rotates the sun gear Sr in the double pinion planetary gear mechanism 42 acts. . On the other hand, the one-way clutch F is configured to be engaged when the torque in the forward rotation direction is applied to the sun gear Sr, and to be released by the torque in the opposite direction. By controlling the torque of No. 2 as described above, the one-way clutch F is released and the sun gear Sr starts to reversely rotate.

  If the first motor / generator 2 functions as a motor to output torque in the negative direction, the torque in the positive rotation direction of the output shaft 5 increases. This increases the driving torque of the vehicle and may cause a sense of incongruity. Therefore, the engine torque or the torque of the second motor / generator 3 is controlled so as to suppress a change in the driving torque (step S4). ). That is, the engine torque is reduced in accordance with the increase in the negative torque of the first motor / generator 2, or the regenerative torque by the second motor / generator 3 is increased in accordance with the increase in the negative torque of the first motor / generator 2. Control.

  Next, it is determined whether or not the rotational speed of the rotation side element of the brake mechanism BK is equal to or less than a predetermined value −α (α> 0) (step S5). The element on the rotation side is a rotating member to which a braking force is applied in the brake mechanism BK. Therefore, the rotation speed is the rotation speed of the sun gear Sr in the double pinion type planetary gear mechanism 42 in each of the above-described examples. Also good. If a negative determination is made in step S5, the process returns to step S3 to continue sweeping up the torque of the first motor / generator 2 in the negative direction. On the other hand, if the determination in step S5 is affirmative, the rotational speed of the first motor / generator 2 is feedback controlled (step S6). The target rotational speed in the feedback control is a rotational speed obtained by subtracting a predetermined value α from the synchronous rotational speed (= 0) in the operation state at that time.

  The predetermined value α can be arbitrarily set experimentally or based on simulation in consideration of controllability, responsiveness, etc. Therefore, in the present invention, “becomes synchronized rotational speed” or “synchronizes”. Includes both that the rotational speed difference between the members connected to each other becomes zero and that the rotational speed difference is within a predetermined value α, and the rotational speeds of the two members are not limited to being completely coincident with each other. The same applies to other examples of the present invention described below.

In this state, the brake mechanism BK is released (step S7). Therefore, since releasing the brake mechanism BK in a state where the sun gear Sr is not reversely rotated and release the one-way clutch F collapsed, the change in the rotational speed of change and torque accompanying the release of the brake mechanism BK is not caused. Therefore, it is possible to prevent or suppress a shock accompanying switching to the normal mode. Further, when configured by the brake mechanism BK a dog clutch mechanism, by not torque applied at the time of release, low friction at the time of release operation, it can be reduced relatively load for release operation in order that, Therefore, for example, an actuator that operates the brake mechanism BK can be reduced in size.

  Then, when the brake mechanism BK is released, it is determined whether or not the switching to the normal mode is finished, and the feedback control of the rotation speed of the first motor / generator 2 in the normal mode is started (step S8). To return. The target rotational speed in this feedback control is different from the feedback control in step S6 described above, such as the rotational speed for operating the engine 1 with optimal fuel consumption, the target rotational speed set by the control during acceleration / deceleration, and the like.

  On the other hand, if a negative determination is made in step S1 because the normal mode is set, it is determined whether or not there is a request to switch to the OD mode (step S9). If it is determined in step S2 that the switch to the OD mode is being controlled and there is no request to switch to the normal mode, the process proceeds to step S9 and whether there is a request to switch to the OD mode. It is determined whether or not. In this case, it is determined whether or not the request for switching to the OD mode is continued.

  If a negative determination is made in step S9 because there is no request for switching to the OD mode, the process returns without performing any particular control. On the other hand, if the determination in step S9 is affirmative due to the request to switch to the OD mode, whether or not the brake element rotational speed is greater than the predetermined value −α, in other words, forward rotation. It is determined whether or not the rotation speed is high in the direction (whether or not the rotation speed is low in the reverse rotation direction) (step S10). If the determination in step S10 is affirmative, in order to synchronize the brake mechanism BK, the number of rotations of the brake element is adjusted (step S11). That is, control is performed so that the rotational speed of the rotation-side member (sun gear Sr in each of the above specific examples) in the brake mechanism BK is a predetermined value α and a low rotational speed with respect to the synchronous rotational speed. This can be performed by powering the first motor / generator 2 described above in the reverse rotation direction.

  As in the case of switching to the OD mode, if the output torque of the first motor / generator 2 is increased in the negative direction, this causes a change in the drive torque. The torque of the motor / generator 3 is controlled (step S12). This control is the same as the control in step S4 described above.

  Next, the brake mechanism BK is controlled to be engaged (step S13). It should be noted that even when a negative determination is made in step S10 because the rotational speed of the brake element is a rotational speed lower than the synchronous rotational speed by a predetermined value −α or more (large rotational speed in the reverse rotational direction), the process also proceeds to step S13. Then, the brake mechanism BK is engaged. As described above, the rotation-side member (brake element) of the brake mechanism BK has a negative rotation speed with respect to the synchronous rotation speed, so that the one-way clutch F is released, and thus the brake mechanism BK. Even if engaged, only the one-way clutch F keeps idling, and in particular, no change in rotational speed or change in drive torque occurs.

  Next, the negative torque of the first motor / generator 2 is gradually decreased (step S14). That is, sweep down is performed. Also in this case, since the decrease in the negative torque of the first motor / generator 2 causes the drive torque to decrease, the engine torque is corrected in a direction to suppress the change in the drive torque, or the second motor / generator is corrected. 3 is corrected (step S14). These correction controls can be performed according to a decrease in torque of the first motor / generator 2.

  By sweeping down the so-called negative torque of the first motor / generator 2 as described above, it is determined whether or not the torque has become “0” (step S16). If a negative determination is made in step S16, the process returns to step S14 to continue sweeping down the negative torque of the first motor / generator 2. On the other hand, if the determination in step S16 is affirmative, it is determined whether or not to switch to the OD mode, the control in the OD mode is started at the same time (step S17), and then the process returns.

  That is, in a state where the negative torque of the first motor / generator 2 is swept down, the brake mechanism BK is engaged and the one-way clutch F is idling. Therefore, the double pinion type planetary gear mechanism is The torque of the first motor / generator 2 acts on the 42 sun gear Sr. When the negative torque of the first motor / generator 2 decreases, the rotational speed of the sun gear Sr in the reverse rotational direction gradually decreases. When the rotational speed finally becomes “0”, the one-way clutch F has no torque. Engage. In this state, when the negative torque of the first motor / generator 2 is set to “0”, the brake mechanism BK takes charge of torque instead of the first motor / generator 2 and the sun gear Sr is maintained in a fixed state. In this case, although torque starts to act on the one-way clutch F, the number of rotations of the sun gear Sr and the like does not change, so that a shock is prevented or suppressed.

  The behavior at the time of switching from the normal mode to the OD mode will be further described. In the normal mode, the brake element rotational speed is higher than the predetermined value −α, and in this state, switching to the OD mode is performed. Control begins. This is the time t1 in the time chart shown in FIG. Further, this state is shown in a collinear diagram of the power distribution mechanism 4 in FIG. As the control starts, first, the torque Tg of the first motor / generator 2 is controlled to adjust the number of rotations of the brake elements. This is the control in step S11 shown in FIG. 8, and therefore, the symbol “t1” is also written in FIG. 8 as in FIG.

  As shown in FIG. 9, the engine torque Te is controlled to decrease in accordance with the control of the negative torque Tg of the first motor / generator 2, and the second motor / generator 3 is controlled. Torque (regenerative torque) Tm is increased. Along with these controls, the rotational speed Nb of the brake mechanism BK and the engine rotational speed Ne decrease, and the rotational speed Nb of the brake mechanism BK becomes a negative rotational speed. This state is shown in an alignment chart in FIG. Since the rotation speed Nb of the brake mechanism BK is a negative rotation speed, the one-way clutch F is released, and the brake mechanism BK is engaged in this state.

  Thereafter, the negative torque of the first motor / generator 2 is swept down. This is the time t2 in the time chart of FIG. 9, and the symbol “t2” is also shown in FIG. In addition to changing the negative torque of the first motor / generator 2, the engine torque Te and the torque of the second motor / generator 3 are corrected. In the example shown in FIG. 9, the engine torque Te is reduced, and the torque (regenerative torque) Tm of the second motor / generator 3 is reduced.

  In this process, the one-way clutch F is engaged and the torque Tb starts to act on the brake mechanism BK. Accordingly, the brake speed Nb becomes zero, and the engine speed Ne decreases to the speed in the OD mode. . In this state, the negative torque Tb handled by the brake mechanism BK gradually increases, and finally the brake mechanism BK takes over all the torque of the sun gear Sr instead of the first motor / generator 2. Tg becomes zero. Then, the determination of the end of the OD mode switching is established. This is the time t3 in FIG. 9 and is the state shown in FIG. In FIG. 8, the same reference numeral “t3” as in FIG. 9 is shown.

  As described above, when braking is performed by the brake mechanism BK, control is performed to synchronize in advance. Therefore, when the operation mode is switched by engaging or releasing the brake mechanism BK, a change in the drive torque almost occurs. Therefore, smooth switching without shock can be performed. In particular, the synchronization control is facilitated by arranging the one-way clutch F in series as described above. Further, since the end of switching to the OD mode is determined when the torque of the first motor / generator 2 becomes zero, the end of switching to the OD mode can be determined reliably and easily.

  Here, the relationship between the above specific example and the present invention will be briefly described. The functional means for executing the control in step S13 shown in FIG. 8 corresponds to the braking control means in the present invention, and the control in step S6 is performed. The functional means to be executed corresponds to the brake release control means in the present invention. Furthermore, the functional means for executing the control in step S17 corresponds to the mode switching determination means in the present invention.

In addition, the synchronous control at the time of engagement / release of the braking mechanism for switching the operation mode in the present invention can be executed for the configuration of FIGS. 1 to 5 that does not include the one-way clutch described above, in that case not good is controlled so as to synchronize the rotational speed by the first motor generator.

It is a skeleton figure which shows an example of this invention typically. It is a typical block diagram of the hybrid drive device. It is sectional drawing which shows specifically the part relevant to the 1st motor generator, a power distribution mechanism, and an oil pump. It is sectional drawing which shows specifically the part relevant to the 1st motor generator, the power distribution mechanism, and the oil pump in the example which comprised the brake mechanism by the band brake. It is sectional drawing which shows specifically the part relevant to the 1st motor generator, the power distribution mechanism, and the oil pump in the example which comprised the brake mechanism by the dog clutch mechanism. It is a collinear diagram about the power distribution mechanism showing an example of the operation state in the normal mode and the operation state in the OD mode. It is a typical block diagram which shows the example which has arrange | positioned the one-way clutch in series with respect to the brake mechanism. It is a flowchart for demonstrating an example of switching control of an operation mode. It is a time chart which shows typically change of each number of rotations and torque at the time of switching control from normal mode to OD mode. It is a collinear diagram which shows the transient behavior at the time of switching from normal mode to OD mode.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... 1st motor generator, 3 ... 2nd motor generator, 4 ... Power distribution mechanism, 5 ... Output shaft, 7 ... Drive wheel, 11 ... Sleeve (cylindrical member), 12 ... Drive gear, 12 ... Input shaft, 13 ... first case, 17 ... friction plate, 18 ... second case, 23 ... cylinder part, 24 ... piston, 26 ... drive shaft, 28 ... driven gear, 32 ... electromagnetic actuator, 41 ... single pinion planet Gear mechanism 42 ... Double pinion type planetary gear mechanism, Op ... Oil pump, F ... One-way clutch.

Claims (11)

  1. By continuously changing the rotational speed of the internal combustion engine, the output member, and the rotational speed in the power distribution mechanism configured by combining a plurality of sets of differential gear mechanisms, the rotational speed ratio between the internal combustion engine and the output member is continuously maintained. A first electric motor having a power generation function to be changed dynamically, and further selectively preventing rotation of any of the rotating elements in the power distribution mechanism, thereby rotating the rotational speed between the internal combustion engine and the output member A braking mechanism for fixing the ratio to an overdrive state in which the internal combustion engine rotates at a lower speed than the output member is provided, and a second electric motor that applies torque to the output member is on the same axis as the first electric motor. In the arranged hybrid drive,
    An oil pump for generating a control hydraulic pressure or a lubricating hydraulic pressure is disposed between the first electric motor and the second electric motor, and the oil pump is disposed between the first electric motor and the second electric motor. , have been torque transmission linked before Symbol cylindrical portion <br/> member that is coupled to an internal combustion engine to cover the outer peripheral side of the power distribution mechanism,
    The hybrid drive device according to claim 1, wherein the braking mechanism is configured by a multi-plate friction engagement mechanism and is disposed on an outer peripheral side of the cylindrical member .
  2.   The plurality of sets of differential gear mechanisms are arranged concentrically with respect to the first sun gear connected to the first electric motor, and connected to the output member and the second electric motor. A single pinion type planetary gear mechanism that has a first ring gear and a first carrier that holds the pinion gear meshed with the first sun gear and the first ring gear and that is connected to the internal combustion engine as a rotating element; A second sun gear selectively braked, a second ring gear concentrically arranged with respect to the second sun gear and connected to the internal combustion engine, a pinion gear meshing with the second sun gear, the pinion gear and the A second pinion gear meshing with the second ring gear is held and the output member and the second electric motor are connected to each other. The hybrid driving apparatus according to claim 1, characterized in that it comprises a double-pinion type planetary gear mechanism to the carrier and the rotary element.
  3. Before Symbol cylindrical member is integral with said second ring gear,
    Further comprising an oil pump drive formic Ya to transmit torque before Symbol oil pump,
    The cylindrical member extends to the side end side of the single pinion type planetary gear mechanism through the outer peripheral side of the single pinion type planetary gear mechanism, and the end of the cylindrical member is in the single pinion type planetary gear mechanism. 3. The hybrid drive apparatus according to claim 2, wherein the oil pump drive gear is connected to the first carrier, and the oil pump drive gear is integrally attached to an end of the cylindrical member or the first carrier.
  4.   The oil pump has a cover member that forms a part of the casing, and a cylinder portion that houses a piston that presses and engages the brake mechanism is formed in the cover member. The hybrid drive device according to claim 1.
  5.   Each of the electric motors has a case portion that covers the outer periphery of each electric motor, and a cylinder portion that accommodates a piston that presses and engages the braking mechanism is disposed on the second electric motor side, and the second electric motor The fixed member is fixed to a case portion, and the brake mechanism includes a friction material, and the friction material is disposed on the first electric motor side and fixed to the case portion of the first electric motor. The hybrid drive device according to any one of 1 to 4.
  6.   The oil pump has a drive shaft that is rotated by being transmitted with the power output from the internal combustion engine, and the drive shaft is parallel to the center axis of the differential gear mechanisms on the outer peripheral side of the plurality of differential gear mechanisms. And a driven gear is attached to one end portion of the drive shaft, and at least a part of the braking mechanism is disposed on the differential gear mechanism side in the radial direction from the drive shaft. Item 6. The hybrid drive device according to any one of Items 1 to 5.
  7.   The braking mechanism is constituted by a dog clutch mechanism including an engagement sleeve which is moved back and forth by a predetermined actuator and engages any one of the rotating elements in the power distribution mechanism or a member integral with the rotating elements, The hybrid drive device according to claim 1, wherein the engagement sleeve is fixed in a rotation direction so as to stop rotation at a portion on the actuator side.
  8.   A one-way clutch that is engaged when a torque in the positive rotation direction acts on any of the rotating elements in the power distribution mechanism is arranged in series between any of the rotating elements and the braking mechanism. The hybrid drive apparatus according to claim 1, wherein the hybrid drive apparatus is provided.
  9.   When braking any of the rotating elements in the power distribution mechanism, the braking mechanism switches the braking mechanism to the braking state in a state where the rotation speeds of the rotation-side member and the stationary-side member of the braking mechanism are synchronized. The hybrid drive apparatus according to claim 8, further comprising a control unit.
  10.   When the torque of the first electric motor has become equal to or less than a predetermined value, it is determined whether or not to end the switching from the operation mode set by releasing the braking mechanism to the operation mode set by engaging the braking mechanism. The hybrid drive apparatus according to claim 9, further comprising mode switching determination means.
  11.   When changing the operation mode by switching the braking mechanism from the engaged state to the released state, the brake releasing control for releasing the braking mechanism when the rotational speed of the rotation-side member in the braking mechanism reaches the synchronous rotational speed. The hybrid drive device according to claim 8, further comprising means.
JP2006310822A 2006-11-16 2006-11-16 Hybrid drive unit Expired - Fee Related JP4844359B2 (en)

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JP2010058695A (en) * 2008-09-04 2010-03-18 Honda Motor Co Ltd Power device
JP5378053B2 (en) * 2009-04-28 2013-12-25 株式会社日本自動車部品総合研究所 On-vehicle power transmission device and vehicle power control system
JP5378052B2 (en) * 2009-04-28 2013-12-25 株式会社日本自動車部品総合研究所 On-vehicle power transmission device, vehicle power control system, and method for selecting power source of on-vehicle auxiliary machine
JP5170581B2 (en) * 2010-03-31 2013-03-27 アイシン・エィ・ダブリュ株式会社 Hybrid drive device
KR20120001960A (en) 2010-06-30 2012-01-05 기아자동차주식회사 Input shaft for hybrid transmission
JP5764915B2 (en) * 2010-11-26 2015-08-19 トヨタ自動車株式会社 Control device for hybrid vehicle
US20150273998A1 (en) * 2012-12-12 2015-10-01 Hiroaki Kiyokami Hybrid vehicle
EP3184338A1 (en) 2015-12-25 2017-06-28 Toyota Jidosha Kabushiki Kaisha Drive system for hybrid vehicle
JP6468245B2 (en) * 2015-12-25 2019-02-13 トヨタ自動車株式会社 Hybrid vehicle drive device

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JP3891146B2 (en) * 2003-05-22 2007-03-14 トヨタ自動車株式会社 Hybrid vehicle drive system
JP4281424B2 (en) * 2003-06-16 2009-06-17 トヨタ自動車株式会社 Vehicle control device
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