JP4989257B2 - Hybrid drive unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid drive device that can perform power generation, regeneration, driving force assist and the like by a first rotary electric machine, while improving the fuel efficiency of an engine by inhibiting the increase of the rotational speed of an input shaft in such a low-load traveling state as high-speed cruising. <P>SOLUTION: This hybrid drive device comprises an input shaft I connected to an engine E; an output shaft O connected to wheels; a first rotary electric machine MG1; a second rotary electric machine MG2; a power distribution device P1 which distributes rotational driving forces of the input shaft I to the output shaft O and the first rotary electric machine MG1; a transmission device P2 connected between the second rotary electric machine MG2 and the output shaft O; and a fitting means 1 which selectively connects a rotation element connected to the input shaft I and the input shaft I of the power distribution device P1 and one rotating element of a transmission device P2. This transmission device P2 can change the rotational speed of the second rotary electric machine MG2 to output it to the output shaft O and can increase the rotational speed of the input shaft I in a fitted state of the fitting means 1 to output it to the output shaft O. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention includes an input shaft connected to an engine, an output shaft connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a rotational driving force of the input shaft for the output shaft and the first rotation. The present invention relates to a hybrid drive device that includes a power distribution device that distributes power to an electric machine, and a transmission that is connected between the second rotating electric machine and the output shaft.

  In recent years, hybrid vehicles that can improve engine fuel efficiency and reduce exhaust gas by combining an engine and a rotating electrical machine have been put into practical use. As an example of a hybrid drive device used in such a hybrid vehicle, an input shaft connected to an engine, an output shaft connected to wheels, a first rotating electrical machine, a second rotating electrical machine, and a rotational driving force of the input shaft There is known a configuration of a hybrid drive device that includes a power distribution device that distributes the power to the output shaft and the first rotating electrical machine, and a transmission that is connected between the second rotating electrical machine and the output shaft (for example, , See Patent Document 1). In this hybrid drive device, the transmission has a plurality of shift speeds, and changes the rotational speed of the second rotating electrical machine at a speed ratio according to the rotational speed of the output shaft and transmits it to the output shaft. Yes.

  In this hybrid drive device, the high speed mode is selected when the vehicle speed exceeds a predetermined value and the required torque is less than the predetermined value. The high-speed mode includes a normal mode and a cruise mode, and the cruise mode (high-speed cruise mode) is selected when the required torque to the second rotating electrical machine is a low load of zero or less. In this high-speed cruise mode, the rotor of the first rotating electric machine is fixed by the brake, the brake of the transmission is released, and the rotating member of the transmission existing between the output shaft and the second rotating electric machine idles, Power transmission between the output shaft and the second rotating electrical machine is hardly performed. In addition, by fixing the first rotating electrical machine, the power distribution device increases the rotational speed of the input shaft and transmits it to the output shaft.

  Further, in this hybrid drive device, in the high-speed cruise mode as described above, a small amount of engine power is transmitted to the rotating member of the second rotating electrical machine or the transmission, but a power loss (drag loss) occurs. It has a configuration to minimize it. That is, the hybrid drive device includes a determination unit that determines the drag loss energy and a control unit that controls the rotation speed of the second rotating electrical machine based on the determination result of the determination unit. And this hybrid drive unit has a configuration capable of minimizing the power loss of the hybrid drive unit by controlling the rotation speed of the second rotating electrical machine so that the drag loss energy is minimized in the high-speed cruise mode. It has become.

Japanese Patent No. 3807386

  However, in the configuration of the hybrid drive device as described above, in the high-speed cruise mode, the second rotating electrical machine is separated from the output shaft, and the first rotating electrical machine is fixed by the brake. Therefore, in the high-speed cruise mode, the power to be supplied to the auxiliary equipment included in the vehicle cannot be generated. Therefore, the auxiliary machines are operated by supplying power from a power storage device such as a battery, and it is difficult to continue traveling in the high-speed cruise mode for a long time. For the same reason, in the high-speed cruise mode, regeneration during vehicle braking, assisting driving force during vehicle acceleration, and the like cannot be performed.

  The present invention has been made in view of the above problems, and its object is to improve the fuel efficiency of the engine by suppressing the increase in the rotational speed of the input shaft in a low-load traveling state such as during high-speed cruising. An object of the present invention is to provide a hybrid drive device that can perform power generation, regeneration, drive force assist, and the like by a first rotating electrical machine.

The characteristic configuration of the hybrid drive device according to the present invention for achieving the above object includes an input shaft connected to an engine, an output shaft connected to wheels, a first rotating electrical machine, a second rotating electrical machine, A power distribution device that distributes the rotational driving force of the input shaft to the output shaft and the first rotating electrical machine, and a transmission that is connected between the second rotating electrical machine and the output shaft. Te, the input shaft, a rotation element of the power distribution device connected to及beauty the entering force axis, provided with engagement means for selectively connecting the one rotating element of the transmission, the power distributing device Includes a rotating element connected to the output shaft separately from the rotating element connected to the input shaft, and the transmission includes a non-rotating member by a brake separately from the rotating element connected to the engaging means. a rotating element that is selectively secured to the front Transmissions, wherein together with the second rotation speed of the rotary electric machine to the transmission can be transmitted to the output shaft, in engagement state of the engaged state and the brake of the engagement means, the rotational speed of the input shaft The speed can be increased and transmitted to the output shaft.

  In the present application, “connection” includes a structure that directly transmits rotation between two members, and also includes a structure that indirectly transmits rotation through one or more members. Further, in the present application, the “rotary electric machine” is used as a concept including any of an electric motor, a generator (generator), and a motor / generator that functions as both a motor and a generator as necessary.

  According to this characteristic configuration, in the low load traveling state such as during high-speed cruising, the engagement means is brought into the engagement state, and the rotational speed of the input shaft is increased and transmitted to the output shaft. Therefore, it is possible to prevent the rotational speed of the input shaft from becoming too high with respect to the rotational speed of the engine and improve the fuel efficiency of the engine. In addition, since the first rotating electrical machine can be in a rotating state in such an engaged state of the engaging means, it is possible to perform power generation, regeneration, driving force assist, and the like by the first rotating electrical machine.

  Here, the second rotating electrical machine fixing means for selectively fixing the rotor of the second rotating electrical machine, and at least the rotor of the second rotating electrical machine is fixed, the output shaft and the second rotating electrical machine It is preferable to include a transmission blocking means that can block transmission of rotation between the two.

  With this configuration, the rotor of the second rotating electrical machine can be fixed in a low-load traveling state where it is not necessary to transmit the driving force of the second rotating electrical machine to the output shaft, such as during high-speed cruising. In addition, the output shaft can be rotated with respect to the fixed rotor of the second rotating electrical machine, and the rotation transmission between the output shaft and the second rotating electrical machine can be interrupted. Therefore, in a low-load running state where it is not necessary to transmit the driving force of the second rotating electrical machine to the output shaft, power loss (drag loss) and iron loss due to rotation of the rotor of the second rotating electrical machine can be suppressed. . Therefore, the fuel consumption of the engine can be further improved.

The transmission includes a first planetary gear device having a rotating element connected to the second rotating electrical machine, and a second planetary gear device having a rotating element connected to the output shaft, and the input shaft is the engagement in the engaged state of the engagement means, and connected to the rotating element before SL output shaft connected to a rotating element of a different said second planetary gear device, the state of the transmission, the first planetary gear And a switching means for selectively switching between a coupled state where the device and the second planetary gear device operate integrally and a separated state where the first planetary gear device and the second planetary gear device operate independently. It is preferable that the second planetary gear device is configured to increase the rotational speed of the input shaft and transmit it to the output shaft in the separated state and further in the engaged state of the engaging means. is there.

  In the present application, regarding a planetary gear mechanism including three rotating elements of a sun gear, a carrier, and a ring gear, a device obtained by using the planetary gear mechanism alone or a combination of a plurality of planetary gear mechanisms is referred to as a “planetary gear device”.

  If comprised in this way, the rotational speed of an input shaft will be accelerated by a 2nd planetary gear apparatus by making the state of a transmission into the said isolation | separation state, and making the said engagement means into an engagement state, and it becomes an output shaft Can communicate. Therefore, the engine fuel efficiency can be improved by preventing the rotational speed of the input shaft from becoming too high with respect to the rotational speed of the output shaft in a low-load traveling state such as during high-speed cruising. Further, by setting the state of the transmission to the separated state, the first planetary gear device and the second planetary gear device are separated, and most of the power transmission between the second rotating electrical machine and the output shaft and input shaft is achieved. It can be in a state where it is not performed. Therefore, the rotational driving force of the input shaft is transmitted to the second rotating electrical machine in a low-load traveling state where it is not necessary to transmit the driving force of the second rotating electrical machine to the output shaft, such as during high-speed cruising. The power loss due to the engine can be suppressed, and the fuel efficiency of the engine can be further improved.

  In addition, it is preferable to include a second rotating electrical machine fixing means capable of fixing the rotor of the second rotating electrical machine in the separated state of the transmission.

  If comprised in this way, a 1st planetary gear apparatus and a 2nd planetary gear apparatus will be isolate | separated, and in the isolation | separation state of the transmission which the transmission of rotation between an output shaft and a 2nd rotary electric machine is interrupted | blocked, 2nd The rotor of the rotating electrical machine can be fixed. Therefore, in a low-load traveling state where it is not necessary to transmit the driving force of the second rotating electrical machine to the output shaft, such as during high-speed cruising, power loss due to the rotation of the rotor of the second rotating electrical machine (drag loss) Iron loss can be suppressed. Therefore, the fuel consumption of the engine can be further improved.

  Further, the transmission can be switched to a plurality of shift stages having different transmission ratios when the rotational speed of the second rotating electrical machine is shifted and transmitted to the output shaft in a disengaged state of the engagement means. A certain configuration is preferable.

  If comprised in this way, in the disengagement state of the said engagement means, the rotation speed of a 2nd rotary electric machine will be shifted by the gear ratio according to a vehicle speed, and it transmits to an output shaft, and is driven by the 2nd rotary electric machine It is possible to perform force assist appropriately.

A further characteristic configuration of the hybrid drive device according to the present invention includes an input shaft connected to an engine, an output shaft connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and rotational driving of the input shaft. A power distribution device that distributes force to the output shaft and the first rotating electrical machine, and a transmission that is connected between the second rotating electrical machine and the output shaft, the input shaft , comprising a rotating element of the power distribution device connected to及beauty the entering force shaft, a first clutch for selectively connecting the one rotating element of the transmission, the transmission is in the velocity diagram The first planetary gear device includes a first planetary gear device and a second planetary gear device each including at least a first rotation element, a second rotation element, and a third rotation element in the arrangement order. The rotating element is a first of the second planetary gear set. The rotary element is connected to the rotating element so as to rotate integrally, and is selectively fixed to the non-rotating member by the first brake, and the second rotating element is selectively fixed to the non-rotating member by the second brake. A rotating element is connected to the rotor of the second rotating electrical machine, and the second planetary gear device includes a second rotating element selectively connected to the input shaft by the first clutch, and a second The clutch is selectively connected to the second rotating element of the first planetary gear device, and the third rotating element is connected to the output shaft.

  According to this characteristic configuration, the rotational speed of the input shaft is increased and transmitted to the output shaft by engaging the first clutch and the first brake in a low-load traveling state such as during high-speed cruising. can do. Therefore, it is possible to prevent the rotational speed of the input shaft from becoming too high with respect to the rotational speed of the output shaft and improve the fuel efficiency of the engine. In addition, since the first rotating electrical machine can be in the rotating state in such an engaged state of the first clutch, it is possible to perform power generation, regeneration, driving force assist, and the like by the first rotating electrical machine. Furthermore, according to this characteristic configuration, the first planetary gear device and the second planetary gear device constituting the transmission can be operated independently by disengaging the second clutch. In this state, by engaging the first brake and the second brake, the rotor of the second rotating electrical machine can be fixed, and the transmission of rotation between the output shaft and the second rotating electrical machine can be interrupted. it can. Therefore, in a low-load running state where it is not necessary to transmit the driving force of the second rotating electrical machine to the output shaft, power loss (drag loss) and iron loss due to rotation of the rotor of the second rotating electrical machine can be suppressed. . Therefore, the fuel consumption of the engine can be further improved.

Here, the power distribution device is a planetary gear device including at least a first rotation element, a second rotation element, and a third rotation element in the arrangement order in the velocity diagram , and the first rotation element is the first rotation element. It is preferable that the second rotating element is connected to the input shaft, and the third rotating element is connected to the output shaft.

  If comprised in this way, the operation | movement which distributes the rotational drive force of an input shaft to an output shaft and a 1st rotary electric machine can be appropriately performed by a power distribution device.

Another characteristic configuration of the hybrid drive device according to the present invention includes an input shaft connected to the engine, an output shaft connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and rotation of the input shaft. A power distribution device that distributes driving force to the output shaft and the first rotating electrical machine, and a transmission that is connected between the second rotating electrical machine and the output shaft. axis, and rotation elements connected the power distribution device in及beauty the entering force axis, provided with engagement means for selectively connecting the one rotating element of the transmission, the transmission, the engagement In addition to the rotating element connected to the means, a rotating element that is selectively fixed to the non-rotating member by a brake is provided, and when the engaging means is disengaged, the rotational driving force of the input shaft is the power distribution The first rotating electrical machine and the output shaft are separated through a device. Together are, the rotation driving force of the second rotary electric machine becomes split mode is transmitted to the output shaft through the transmission, in the engaged state of the engagement and the brake of the engagement means, said input A parallel increase in which the rotational driving force of the shaft is distributed to the first rotating electrical machine via the power distribution device, and the rotational speed of the input shaft is increased via the transmission device and transmitted to the output shaft. It is in the point that becomes the speed mode.

  According to this characteristic configuration, in a low-load traveling state such as during high-speed cruising, the rotational speed of the input shaft is increased and output by setting the engagement means to the engagement state and setting the parallel acceleration mode. Transmission to the shaft can prevent the rotational speed of the input shaft from becoming too high relative to the rotational speed of the output shaft, thereby improving the fuel efficiency of the engine. Also, in this parallel acceleration mode, the rotational driving force of the input shaft is distributed to the first rotating electrical machine via the power distribution device, so that it is possible to perform power generation, regeneration, driving force assist, etc. by the first rotating electrical machine. It becomes. On the other hand, in other running states, the engaging means is disengaged to enter the split mode, thereby distributing the rotational driving force of the input shaft to the output shaft and the first rotating electrical machine, By causing one of the second rotating electrical machines to generate power and causing the other to power, it is possible to travel while operating the engine efficiently.

  Here, the split mode has a plurality of shift stages having different gear ratios of the rotational speed by the transmission when transmitting the rotational driving force of the second rotating electrical machine to the output shaft, It is preferable to shift to the parallel acceleration mode by setting the engaging means to the engaged state from the gear position having the smallest ratio.

  If comprised in this way, in the said split mode, the driving force assist by a 2nd rotary electric machine, etc. are appropriately performed by changing the rotational speed of a 2nd rotary electric machine with the gear ratio according to a vehicle speed, and transmitting to an output shaft. It becomes possible to do. Further, with this configuration, it is possible to select the engagement means from the gear position having the smallest gear ratio, which is highly likely to be selected in the low-load running state in the split mode, and to appropriately perform the parallel operation. Transition to the acceleration mode can be performed. Accordingly, it is possible to quickly shift from the split mode to the parallel acceleration mode in a low-load traveling state such as during high-speed cruising.

  The parallel acceleration mode includes a first acceleration mode in which a rotational driving force of the second rotating electrical machine is transmitted to the output shaft, a rotor of the second rotating electrical machine being fixed, and the second rotating electrical machine. And a second acceleration mode in which transmission of rotation between the output shaft and the output shaft is interrupted.

  With this configuration, in the low load traveling state, such as during high-speed cruising, and in a state where it is not necessary to transmit the driving force of the second rotating electrical machine to the output shaft, By doing so, power loss (drag loss) and iron loss due to rotation of the rotor of the second rotating electrical machine can be suppressed. Therefore, the fuel consumption of the engine can be further improved.

  A further characteristic configuration of the hybrid drive device according to the present invention includes an input shaft connected to an engine, an output shaft connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and rotational driving of the input shaft. A power distribution device that distributes force to the output shaft and the first rotating electrical machine, and a transmission that is connected between the second rotating electrical machine and the output shaft, the input shaft And an engaging means for selectively connecting a rotation element of the power distribution device connected to the input shaft and one rotation element of the transmission, wherein the power distribution device is connected to the input shaft. A rotating element connected to the output shaft separately from the rotating element, and the transmission can change the rotational speed of the second rotating electrical machine and transmit it to the output shaft, and the engaging means In the engaged state, the rotational speed of the input shaft is increased. And the second rotating electrical machine fixing means that can selectively transmit the rotor of the second rotating electrical machine, and at least the rotor of the second rotating electrical machine is fixed. And transmission interruption means capable of interrupting transmission of rotation between the first rotary electric machine and the second rotary electric machine.

  A further characteristic configuration of the hybrid drive device according to the present invention includes an input shaft connected to an engine, an output shaft connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and rotational driving of the input shaft. A power distribution device that distributes force to the output shaft and the first rotating electrical machine, and a transmission that is connected between the second rotating electrical machine and the output shaft, the input shaft And an engaging means for selectively connecting a rotation element of the power distribution device connected to the input shaft and one rotation element of the transmission, wherein the power distribution device is connected to the input shaft. A rotating element connected to the output shaft separately from the rotating element, and the transmission can change the rotational speed of the second rotating electrical machine and transmit it to the output shaft, and the engaging means In the engaged state, the rotational speed of the input shaft is increased. The transmission can be transmitted to the output shaft, and the transmission includes a first planetary gear device having a rotating element connected to the second rotating electrical machine, and a second planetary gear having a rotating element connected to the output shaft. A gear device, and the input shaft is connected to a rotation element of the second planetary gear device different from a rotation element connected to the output shaft in an engaged state of the engagement means, The first planetary gear device and the second planetary gear device are integrally operated, and the first planetary gear device and the second planetary gear device are independently operated. The second planetary gear device is provided with a switching means for selectively switching, and in the separated state and further in the engaged state of the engaging means, the rotational speed of the input shaft is increased and transmitted to the output shaft. That is possible.

  A further characteristic configuration of the hybrid drive device according to the present invention includes an input shaft connected to an engine, an output shaft connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and rotational driving of the input shaft. A power distribution device that distributes force to the output shaft and the first rotating electrical machine, and a transmission that is connected between the second rotating electrical machine and the output shaft, the input shaft And an engaging means for selectively connecting a rotation element of the power distribution device connected to the input shaft and one rotation element of the transmission, wherein the power distribution device is connected to the input shaft. A rotating element connected to the output shaft separately from the rotating element, and the transmission can change the rotational speed of the second rotating electrical machine and transmit it to the output shaft, and the engaging means In the engaged state, the rotational speed of the input shaft is increased. And the transmission has a gear ratio when the rotational speed of the second rotating electrical machine is shifted and transmitted to the output shaft in a disengaged state of the engagement means. It is possible to switch to a plurality of different gear positions.

  A further characteristic configuration of the hybrid drive device according to the present invention includes an input shaft connected to an engine, an output shaft connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and rotational driving of the input shaft. A power distribution device that distributes force to the output shaft and the first rotating electrical machine, and a transmission that is connected between the second rotating electrical machine and the output shaft, the input shaft And an engaging means for selectively connecting the rotating element of the power distribution device connected to the input shaft and one rotating element of the transmission, and in the disengaged state of the engaging means, The rotational driving force of the input shaft is distributed to the first rotating electrical machine and the output shaft via the power distributor, and the rotational driving force of the second rotating electrical machine is transmitted to the output shaft via the transmission. The split mode transmitted to the In the stage engagement state, the rotational driving force of the input shaft is distributed to the first rotating electrical machine via the power distributor, and the rotational speed of the input shaft is increased via the transmission. The parallel acceleration mode transmitted to the output shaft is set, and the split mode is a plurality of speed changes in which a transmission gear ratio of the transmission device is different when transmitting the rotational driving force of the second rotating electrical machine to the output shaft. By shifting the engagement means to the engaged state from the shift state having the smallest speed ratio in the split mode, the parallel acceleration mode is shifted.

  A further characteristic configuration of the hybrid drive device according to the present invention includes an input shaft connected to an engine, an output shaft connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and rotational driving of the input shaft. A power distribution device that distributes force to the output shaft and the first rotating electrical machine, and a transmission that is connected between the second rotating electrical machine and the output shaft, the input shaft And an engaging means for selectively connecting the rotating element of the power distribution device connected to the input shaft and one rotating element of the transmission, and in the disengaged state of the engaging means, The rotational driving force of the input shaft is distributed to the first rotating electrical machine and the output shaft via the power distributor, and the rotational driving force of the second rotating electrical machine is transmitted to the output shaft via the transmission. The split mode transmitted to the In the stage engagement state, the rotational driving force of the input shaft is distributed to the first rotating electrical machine via the power distributor, and the rotational speed of the input shaft is increased via the transmission. The parallel acceleration mode is transmitted to the output shaft. The parallel acceleration mode includes a first acceleration mode in which the rotational driving force of the second rotating electrical machine is transmitted to the output shaft, and the second rotating electrical machine. The rotor has a second speed increasing mode in which the transmission of rotation between the second rotating electrical machine and the output shaft is blocked while the rotor is fixed.

1. First Embodiment First, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram showing a mechanical configuration of the hybrid drive apparatus H according to the present embodiment. In FIG. 1, the configuration of the lower half symmetrical with respect to the central axis is omitted. FIG. 2 is a schematic diagram showing a system configuration of the hybrid vehicle drive device H according to the present embodiment. In FIG. 2, a double solid line indicates a driving force transmission path, a double broken line indicates a power transmission path, and a white arrow indicates a flow of hydraulic oil. Also, solid arrows indicate various information transmission paths.

  As shown in these drawings, the hybrid drive device H includes an input shaft I connected to the engine E, an output shaft O connected to the wheels W, a first motor generator MG1, and a second motor generator MG2. A power distribution device P1 for distributing the rotational driving force of the input shaft I to the output shaft O and the first motor / generator MG1, and a transmission device P2 arranged between the second motor / generator MG2 and the output shaft O. And. These configurations are housed in a drive device case Dc (hereinafter simply referred to as “case Dc”) as a non-rotating member fixed to the vehicle body. The hybrid drive device H is a first engaging means 1 that selectively connects a rotating element connected to the input shaft I and the input shaft I of the power distribution device P1 to one rotating element of the transmission device P2. One clutch C1 is provided. While the first clutch C1 is engaged, power generation by the first motor / generator MG1 is enabled, and the rotational speed of the input shaft I is increased by the transmission P2 to the output shaft O. It can be transmitted. Further, the hybrid drive device H fixes the rotor Ro2 of the second motor / generator MG2 with the first clutch C1 engaged, and transmits rotation between the output shaft O and the second motor / generator MG2. It has a configuration that can be shut off. In the present embodiment, the first motor / generator MG1 corresponds to the “first rotating electrical machine” in the present invention, and the second motor / generator MG2 corresponds to the “second rotating electrical machine” in the present invention.

1-1. Mechanical Configuration of Hybrid Drive Device H First, the mechanical configuration of the hybrid drive device H according to the present embodiment will be described. As shown in FIGS. 1 and 2, the input shaft I is connected to the engine E. Here, as the engine E, various known internal combustion engines such as a gasoline engine and a diesel engine can be used. In this example, the input shaft I is integrally connected to an output rotation shaft such as a crankshaft of the engine E. A configuration in which the input shaft I is connected to the output rotation shaft of the engine E via a damper, a clutch, or the like is also suitable. The output shaft O is connected to the wheel W through the differential device 17 or the like so as to be able to transmit the rotational driving force.

  Further, the output shaft O is configured to receive the rotational driving force distributed by the power distribution device P1 via the first intermediate shaft M1 directly connected to the output shaft O. Therefore, the first intermediate shaft M1 connects the ring gear r1 and the output shaft O of the power distribution device P1, and is connected to rotate integrally therewith. The output shaft O and the first intermediate shaft M1 are connected so as to rotate integrally with the carrier ca3 of the second planetary gear device P22 that constitutes the transmission device P2. A second intermediate shaft M2 disposed coaxially with the first intermediate shaft M1 is provided on the radially outer side of the first intermediate shaft M1. As will be described later, the second intermediate shaft M2 is connected to rotate integrally with the ring gear r3 of the second planetary gear device P22 constituting the transmission device P2. Further, the second intermediate shaft M2 is selectively connected to the input shaft I and the carrier ca1 of the power distribution device P1 connected to rotate integrally with the input shaft I via the first clutch C1, and the second It is selectively connected to the carrier ca2 of the first planetary gear unit P21 that constitutes the transmission device P2 via the clutch C2. In the present embodiment, the input shaft I, the output shaft O, the first intermediate shaft M1, and the second intermediate shaft M2 are arranged coaxially.

  The first motor / generator MG1 includes a stator St1 fixed to the case Dc, and a rotor Ro1 that is rotatably supported on the radially inner side of the stator St1. The rotor Ro1 of the first motor / generator MG1 is connected to rotate integrally with the sun gear s1 of the power distribution device P1. The second motor / generator MG2 includes a stator St2 fixed to the case Dc, and a rotor Ro2 that is rotatably supported on the radial inner side of the stator St2. The rotor Ro2 of the second motor / generator MG2 is connected to rotate integrally with the sun gear s2 of the first planetary gear set P21 that constitutes the transmission P2. As shown in FIG. 2, the first motor / generator MG <b> 1 and the second motor / generator MG <b> 2 are each electrically connected to a battery 11 as a power storage device via an inverter 12. Each of the first motor / generator MG1 and the second motor / generator MG2 functions as a motor (electric motor) that generates power by receiving power and a generator (power generation) that generates power by receiving power. Function).

  In the present embodiment, the hybrid drive device H includes, as will be described later, a split mode having two speed stages, a low speed stage (Lo) and a high speed stage (Hi), a parallel first speed increasing mode (OD1), and a parallel speed mode. The second acceleration mode (OD2) can be switched to a parallel acceleration mode having two modes (see FIG. 4). Among these modes, in the split mode, the first motor / generator MG1 functions as a generator that generates electric power mainly by the driving force input via the sun gear s1 of the power distribution device P1. Charge or supply electric power for driving the second motor / generator MG2. However, the first motor / generator MG1 may function as a motor when the vehicle is traveling at high speed. The second motor / generator MG2 mainly functions as a motor that assists the driving force for traveling the vehicle. However, when the vehicle is traveling at high speed and the first motor / generator MG1 functions as a motor, the second motor / generator MG2 functions as a generator. The second motor / generator MG2 also functions as a generator that regenerates the inertial force of the vehicle as electric energy when the vehicle is decelerated.

  On the other hand, in the parallel acceleration mode, both the first motor / generator MG1 and the second motor / generator MG2 function as a motor or a generator according to the traveling state of the vehicle. However, in the parallel second acceleration mode (OD2), as will be described later, the rotor Ro2 of the second motor / generator MG2 is fixed to the case Dc. Such operations of the first motor / generator MG1 and the second motor / generator MG2 are performed according to a control command from the control unit ECU.

  As shown in FIG. 1, the power distribution device P <b> 1 is configured by a single pinion type planetary gear mechanism disposed coaxially with the input shaft I. That is, the power distribution device P1 includes a carrier ca1 that supports a plurality of pinion gears, and a sun gear s1 and a ring gear r1 that mesh with the pinion gears, respectively, as rotating elements. The sun gear s1 is connected to rotate integrally with the rotor Ro1 of the first motor / generator MG1. The carrier ca1 is connected to rotate integrally with the input shaft I. The carrier ca1 is selectively connected to the second intermediate shaft M2 by the first clutch C1. Thereby, the carrier ca1 of the power distribution device P1 connected so as to rotate integrally with the input shaft I and the input shaft I constitutes the transmission P2 via the second intermediate shaft M2 by the first clutch C1. It is selectively connected to the ring gear r3 of the planetary gear set P22. Therefore, in the present embodiment, the first clutch C1 corresponds to the “engaging means 1” in the present invention.

  The ring gear r1 is connected to rotate integrally with the first intermediate shaft M1. Thereby, the ring gear r1 is connected via the first intermediate shaft M1 so as to rotate integrally with the output shaft O and the carrier ca3 of the second planetary gear device P22 constituting the transmission device P2. Therefore, in the present embodiment, the ring gear r1 is a rotating element connected to the output shaft O separately from the carrier ca1 that is a rotating element connected to the input shaft I. The ring gear r1 serves as a rotation element that outputs the rotational driving force of the input shaft I distributed to the output shaft O side by the power distribution device P1, that is, an output rotation element of the power distribution device P1. In the present embodiment, the sun gear s1, the carrier ca1, and the ring gear r1 are respectively referred to as the “first rotating element m1”, the “second rotating element m2”, and the “third rotating element” of the power distribution device P1 in the present invention. It corresponds to the rotation element m3 ".

  The transmission device P2 according to the present embodiment is disposed coaxially with the input shaft I in the same manner as the first planetary gear device P21 configured by a single pinion type planetary gear mechanism disposed coaxially with the input shaft I. And a second planetary gear unit P22 configured by a double pinion type planetary gear mechanism.

  The first planetary gear set P21 includes a carrier ca2 that supports a plurality of pinion gears, and a sun gear s2 and a ring gear r2 that mesh with the pinion gears, respectively, as rotating elements. The ring gear r2 is connected to rotate integrally with the sun gear s3 of the second planetary gear unit P22, and is selectively fixed to the case Dc by the first brake B1. The carrier ca2 is selectively fixed to the case Dc by the second brake B2, and is selectively connected to the ring gear r3 and the second intermediate shaft M2 of the second planetary gear unit P22 by the second clutch C2. The sun gear s2 is connected to rotate integrally with the rotor Ro2 of the second motor / generator MG2. In the present embodiment, the ring gear r2, the carrier ca2, and the sun gear s2 are respectively "first rotating element m1", "second rotating element m2" of the first planetary gear unit P21 that constitutes the transmission P2 in the present invention, And “third rotation element m3”.

  The second planetary gear set P22 includes a carrier ca3 that supports a plurality of pinion gear pairs, a sun gear s3 that meshes with one of the pinion gears constituting the pinion gear pair, and a ring gear r3 that meshes with the other as rotating elements. The sun gear s3 is connected so as to rotate integrally with the ring gear r2 of the first planetary gear device P21, and is selectively fixed to the case Dc by the first brake B1. The ring gear r3 is connected to rotate integrally with the second intermediate shaft M2, and is selectively connected to the carrier ca2 of the first planetary gear device P21 by the second clutch C2. The ring gear r3 is selectively connected to the input shaft I and the carrier ca1 of the power distribution device P1 connected to rotate integrally with the input shaft I by the first clutch C1 connected via the second intermediate shaft M2. Connected. The carrier ca3 is connected to rotate integrally with the output shaft O. The carrier ca3 is connected to rotate integrally with the first intermediate shaft M1, and is also connected to rotate integrally with the ring gear r1 of the power distribution device P1 via the first intermediate shaft M1. With such a configuration of the second planetary gear device P22, the input shaft I and the carrier ca1 of the power distribution device P1 are in the engaged state of the first clutch C1 as the engaging means 1, and the output of the second planetary gear device P22. It is connected to a ring gear r3 which is a rotating element different from the carrier ca3 as a rotating element connected to the axis O. In the present embodiment, the sun gear s3, the ring gear r3, and the carrier ca3 are respectively “first rotating element m1”, “second rotating element m2” of the second planetary gear device P22 constituting the transmission device P2 in the present invention, And “third rotation element m3”.

  As described above, the transmission device P2 includes the second clutch C2 that selectively connects the carrier ca2 of the first planetary gear device P21 and the ring gear r3 of the second planetary gear device P22. In the engaged state of the second clutch C2, the first planetary gear device P21 and the second planetary gear device P22 are connected to each other so that two of the three rotating elements included in the first clutch gear device P21 and the second planetary gear device P22 rotate together. Therefore, in the engaged state of the second clutch C2, the transmission P2 is configured such that the first planetary gear device P21 and the second planetary gear device P22 are integrated as a four-element planetary gear device having four rotation elements. It will be in the combined state which operates. On the other hand, in the disengagement state of the second clutch C2, the first planetary gear device P21 and the second planetary gear device P22 are connected so that only one of the three rotating elements included in each of the first planetary gear device P21 and the second planetary gear device P22 rotates integrally. It becomes a state. Therefore, in the disengagement state of the second clutch C2, the transmission device P2 is in a separated state in which the first planetary gear device P21 and the second planetary gear device P22 operate independently. That is, by switching the engagement or disengagement of the second clutch C2, the state of the transmission P2 can be selectively switched between the coupled state and the separated state. Therefore, in the present embodiment, the second clutch C2 corresponds to the “switching means 4” in the present invention.

  By engaging both the first brake B1 and the second brake B2 in the disengaged state of the second clutch C2, that is, in the separated state of the transmission device P2, the ring gear r2 and the carrier ca2 of the first planetary gear device P21 are engaged. Is fixed to the case Dc. As a result, the entire first planetary gear unit P21 including the sun gear s2 to which the rotor Ro2 of the second motor / generator MG2 is connected is fixed to the case Dc. Therefore, these 1st brake B1 and 2nd brake B2 comprise the "2nd rotary electric machine fixing means 2" in this invention.

  In the separated state of the transmission device P2, the first planetary gear device P21 and the second planetary gear device are configured except that the ring gear r2 of the first planetary gear device P21 and the sun gear s3 of the second planetary gear device P22 rotate together. It operates independently of P22. That is, in the separated state of the transmission device P2, even when the first brake B1 and the second brake B2 are both engaged, the second planetary gear device P22 only has the sun gear s3 fixed to the case Dc, and the ring gear r3 and carrier ca3 are in a rotatable state. Therefore, the second intermediate shaft M2 connected to rotate integrally with the ring gear r3, and the output shaft O and the first intermediate shaft M1 connected to rotate integrally with the carrier ca3 are maintained in a rotatable state. As a result, both the first brake B1 and the second brake B2 are engaged, and the rotor Ro2 of the second motor / generator MG2 is fixed to the case Dc. The transmission of rotation can be cut off. Accordingly, in the present embodiment, the second clutch C2 and the transmission device P2 constitute the “transmission blocking means 3” in the present invention.

  Further, the second planetary gear device P22 is configured by the double pinion type planetary gear mechanism as described above, and the rotational speeds of the rotating elements are in the order of the sun gear s3, the ring gear r3, and the carrier ca3. Therefore, in the second planetary gear device P22, when the first brake B1 is engaged and the sun gear s3 is fixed to the case Dc, the rotation speed of the ring gear r3 is increased and transmitted to the carrier ca3. Accordingly, when the first clutch C1 is engaged and the ring gear r3 and the input shaft I are connected so as to rotate integrally with the first brake B1 engaged, the second planetary gear device P22 of the transmission P2 receives the input. The rotational speed of the shaft I is increased and transmitted to the output shaft O.

  Further, the transmission P2 is in a disengaged state of the first clutch C1, and is engaged with the second clutch C2, that is, in a connected state of the transmission P2, and engages either the first brake B1 or the second brake B2. Depending on whether they are in the combined state, the rotational speed of the rotor Ro2 of the second motor / generator MG2 is shifted and transmitted to the output shaft O so that it can be switched to two shift stages having different gear ratios. As will be described later, these two shift speeds become a low speed stage (Lo) and a high speed stage (Hi) in the split mode (see FIG. 4).

  As described above, the hybrid drive device H includes the first clutch C1, the second clutch C2, the first brake B1, and the second brake B2 as friction engagement elements. As these friction engagement elements, a multi-plate clutch or a multi-plate brake that operates by hydraulic pressure can be used. As shown in FIG. 2, the hydraulic pressure supplied to these friction engagement elements is controlled by a hydraulic control device 13 that operates according to a control command from the control device ECU. The hydraulic oil is supplied to the hydraulic control device 13 by the mechanical oil pump 14 while the engine E is operating, and by the electric oil pump 15 while the engine E is stopped. Here, the mechanical oil pump 14 is driven by the rotational driving force of the input shaft I. The electric oil pump 15 is driven by electric power (supply path is not shown) from the battery 11 supplied via the electric oil pump inverter 16. In FIG. 2, the first clutch C1 is included in the power distribution device P1, and the second clutch C2, the first brake B1, and the second brake B2 are included in the transmission device P2, and are not illustrated.

1-2. Configuration of Control System of Hybrid Drive Device H Next, the configuration of the control system of the hybrid drive device H according to the present embodiment will be described. As shown in FIG. 2, the control unit ECU uses the information acquired by the sensors Se1 to Se7 provided in each part of the vehicle to use the engine E, the first motor / generator MG1, the second motor / generator MG2, and the hydraulic pressure. Operation control of each friction engagement element C1, C2, B1, B2 (refer FIG. 1), the electric oil pump 15, etc. is performed via the control apparatus 13. FIG. As these sensors, in this example, the first motor / generator rotation speed sensor Se1, the second motor / generator rotation speed sensor Se2, the engine rotation speed sensor Se3, the battery state detection sensor Se4, the vehicle speed sensor Se5, and the accelerator operation detection sensor Se6. , And a brake operation detection sensor Se7.

Here, the first motor / generator rotation speed sensor Se1 is a sensor for detecting the rotation speed of the rotor Ro1 of the first motor / generator MG1. The second motor / generator rotational speed sensor Se2 is a sensor for detecting the rotational speed of the rotor Ro2 of the second motor / generator MG2. The engine rotation speed sensor Se3 is a sensor for detecting the rotation speed of the output rotation shaft of the engine E. Here, since the input shaft I rotates integrally with the output rotation shaft of the engine E, the rotation speed of the engine E detected by the engine rotation speed sensor Se3 matches the rotation speed of the input shaft I. The battery state detection sensor Se4 is a sensor for detecting a state such as a charge amount of the battery 11 (hereinafter referred to as “battery charge amount”). The vehicle speed sensor Se5 is a sensor for detecting the rotational speed of the output shaft O in order to detect the vehicle speed. The accelerator operation detection sensor Se6 is a sensor for detecting an operation amount of the accelerator pedal 18 (hereinafter referred to as “accelerator operation amount”). The brake operation detection sensor Se7 is a sensor for detecting an operation amount of the brake pedal 19 (hereinafter referred to as “brake operation amount”) interlocked with a wheel brake (not shown).

  The control unit ECU includes an engine control unit 31, a motor / generator control unit 32, a battery state detection unit 33, a motor / generator rotation detection unit 34, a vehicle speed detection unit 35, a switching control unit 36, an electric oil pump control unit 37, An engine rotation detecting means 38, a mode / shift stage selecting means 39, and a required driving force detecting means 40 are provided. Each of these means in the control unit ECU includes an arithmetic processing unit such as a CPU as a core member, and a functional unit for performing various processes on input data is performed by hardware or software (program) or both. Implemented and configured.

  The engine control means 31 performs operation control such as operation start, stop, rotation speed control, and output torque control of the engine E. The motor / generator control means 32 performs operation control such as rotational speed control and torque control of the first motor / generator MG <b> 1 and the second motor / generator MG <b> 2 via the inverter 12. The battery state detection unit 33 detects the state of the battery 11 such as the battery charge amount based on the output of the battery state detection sensor Se4. The motor / generator rotation detecting means 34 rotates the first motor / generator MG1 and the second motor / generator MG2 based on the outputs of the first motor / generator rotation speed sensor Se1 and the second motor / generator rotation speed sensor Se2. Detect speed. The vehicle speed detection means 35 detects the vehicle speed based on the output from the vehicle speed sensor Se5.

  The switching control means 36 controls the operation of the hydraulic control device 13 to engage or disengage each friction engagement element C1, C2, B1, B2 (see FIG. 1) of the hybrid drive device H. And control for switching the operation mode and the gear position of the hybrid drive device H is performed. The electric oil pump control means 37 controls the operation of the electric oil pump 15 via the electric oil pump inverter 16. The engine rotation detection means 38 detects the rotation speed of the output rotation shaft of the engine E and the input shaft I based on the output from the engine rotation speed sensor Se3. The requested driving force detection means 40 calculates and acquires the requested driving force by the driver based on the accelerator operation amount detected by the accelerator operation detection sensor Se6 and the brake operation amount detected by the brake operation detection sensor Se7.

  The mode / shift stage selection means 39 selects the operation mode and the shift stage according to the control map as shown in FIG. 3, the battery charge amount detected by the battery state detection means 33, and the like. FIG. 3 is a diagram showing a map that predefines the relationship between the vehicle speed and the required driving force and the range of each gear stage provided in each operation mode, and is an example of a control map used in this mode / speed stage selection means 39. is there. In this figure, the horizontal axis represents the vehicle speed, and the vertical axis represents the required driving force acquired by the required driving force detection means 40 based on the accelerator operation amount or the like. The mode / shift stage selection means 39 selects an appropriate operation mode and shift stage according to this control map according to the vehicle speed and the required driving force. Specifically, the mode / gear stage selection unit 39 acquires vehicle speed information from the vehicle speed detection unit 35. Further, the mode / gear stage selection unit 37 acquires information on the required driving force from the required driving force detection unit 40. Then, the mode / shift stage selection means 39 selects an operation mode and a shift stage that are defined according to the acquired vehicle speed and the required driving force in accordance with the control map shown in FIG.

In this example, one operation mode and a gear position are selected from three among the low speed stage (Lo) and the high speed stage (Hi) in the split mode and the parallel speed-up mode (OD1 and OD2). That is, the mode / gear stage selection means 37 is a low speed point determined by the vehicle speed detected by the vehicle speed detection means 35 and the required driving force detected by the required driving force detection means 40 on the control map shown in FIG. Step region (region indicated by “Lo” in FIG. 3), high-speed step region (region indicated by “Hi” in FIG. 3), and parallel acceleration mode region (region indicated by “OD1 and OD2” in FIG. 3) ) To select an operation mode and a gear position. When the parallel acceleration mode (OD1 / OD2) is selected, the mode / shift stage selection unit 39 is in a state such as the previous operation mode, the amount of charge of the battery 11 detected by the battery state detection unit 33, or the like. Based on the accelerator operation amount detected by the accelerator operation detection sensor Se6, one of the operation modes of the parallel first acceleration mode (OD1) and the parallel second acceleration mode (OD2) is selected. For example, while driving at a high speed (Hi) in the split mode, the point determined by the vehicle speed and the required driving force is located in the parallel acceleration mode region because the required driving force is reduced or the vehicle speed is increased. When it becomes, first, the parallel first acceleration mode (OD1) is selected. Thereafter, the parallel second acceleration mode (OD2) is selected when predetermined conditions for the battery charge amount, the accelerator operation amount, and the like are satisfied. The operation process when switching from the parallel first acceleration mode (OD1) to the parallel second acceleration mode (OD2) will be described in detail later with reference to the flowchart shown in FIG.

1-3. Operation Mode of Hybrid Drive Device H Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. FIG. 4 is an operation table showing the operation states of the friction engagement elements C1, C2, B1, and B2 at a plurality of operation modes and at each gear stage included in each operation mode. In this figure, “Lo” and “Hi” indicate the low speed stage and the high speed stage in the split mode, respectively. “OD1” and “OD2” indicate a parallel first acceleration mode (OD1) and a parallel second acceleration mode (OD2) in the parallel acceleration mode, respectively. Further, in this figure, “◯” indicates that each friction engagement element is in an engaged state, and “No mark” indicates that each friction engagement element is in an engagement released state. As shown in FIG. 4, the hybrid drive device H is configured to be switched between two operation modes of “split mode” and “parallel acceleration mode”.

  5 to 7 show speed diagrams of the power distribution device P1 and the transmission device P2, and FIG. 5 shows speed diagrams at the low speed stage (Lo) and the high speed stage (Hi) in the split mode. 6 is a velocity diagram in the parallel first acceleration mode (OD1), and FIG. 7 is a velocity diagram in the parallel second acceleration mode (OD2). In these velocity diagrams, the vertical axis corresponds to the rotational speed of each rotating element. That is, “0” described corresponding to the vertical axis indicates that the rotational speed is zero, with the upper side being positive and the lower side being negative. Each of the plurality of vertical lines arranged in parallel corresponds to each rotation element of the power distribution device P1 and the transmission device P2. That is, “s1”, “ca1”, and “r1” described above each vertical line correspond to the sun gear s1, the carrier ca1, and the ring gear r1 of the power distribution device P1, respectively, “r2”, “ca2”, “S2” corresponds to the ring gear r2, the carrier ca2, and the sun gear s2 of the first planetary gear device P21 that constitutes the transmission device P2, and “s3”, “r3”, and “ca3” respectively constitute the transmission device P2. It corresponds to the sun gear s3, the ring gear r3, and the carrier ca3 of the two planetary gear device P22. Further, the interval between the vertical lines corresponding to each rotating element corresponds to the gear ratio of the power distribution device P1 and the transmission device P2.

  In FIG. 5, the straight line Sp shows an example of the operation state of the power distribution device P1 in the split mode, and the straight line Lo and the straight line Hi show the operation state of the transmission device P2 at each shift stage in the split mode. . In FIG. 6, the straight line OD1 indicates the operating state of the power distribution device P1 and the transmission device P2 in the parallel first acceleration mode (OD1). In FIG. 7, the straight line OD2-1 indicates the operating state of the power distribution device P1 and the second planetary gear device P22 in the parallel second acceleration mode (OD2), and the straight line OD2-2 indicates the parallel second acceleration. The operation state of the first planetary gear device P21 in the mode (OD2) is shown. In these speed diagrams, “◯” represents the rotational speed of the first motor / generator MG1, “□” represents the rotational speed of the second motor / generator MG2, and “Δ” represents the input shaft I (engine E). The rotational speed, “☆” indicates the rotational speed of the output shaft O, and “×” indicates the first brake B1 or the second brake B2.

  As described above, these operation modes and shift speeds are selected by the mode / shift speed selection means 39 based on the control map shown in FIG. Then, switching to the selected operation mode and shift speed is performed by engaging or disengaging the friction engagement elements C1, C2, B1, and B2 according to a control command from the control device ECU. At this time, the control unit ECU controls the rotational speed and torque of the first motor / generator MG1 and the second motor / generator MG2 by the motor / generator control means 32, and the rotational speed and torque of the engine E by the engine control means 31. The control etc. are also performed. Hereinafter, the operation state of the hybrid drive device H in each operation mode will be described in detail.

1-4. Split mode In the split mode, the rotational driving force of the input shaft I is distributed to the first motor / generator MG1 and the output shaft O via the power distribution device P1, and the rotational driving force of the second motor / generator MG2 is changed. This mode is transmitted to the output shaft O via the device P2. In the present embodiment, in the split mode, the rotation driving force of the input shaft I is distributed to the output shaft O through the ring gear r1 and the first intermediate shaft M1 of the power distribution device P1. Further, the split mode has a plurality of shift stages having different speed ratios of the rotation speed by the transmission device P2 when the rotational driving force of the second motor / generator MG2 is transmitted to the output shaft O. Here, the split mode has two shift stages, a low speed stage (Lo) and a high speed stage (Hi). As shown in FIG. 4, the split mode is realized when the first clutch C1 is disengaged and the second clutch C2 is engaged, that is, the transmission P2 is engaged. In this state, the low speed stage (Lo) or the high speed stage (Hi) can be selected by setting one of the first brake B1 and the second brake B2 in the engaged state and the other in the disengaged state. It can be configured.

  As shown in FIG. 4, in the split mode, the first clutch C1 is in the disengaged state, so that the power distribution device P1 operates independently of the transmission device P2, as shown in FIG. . In the split mode, as shown by a straight line Sp in FIG. 5, the power distribution device P <b> 1 rotates the carrier ca <b> 1 that is intermediate in the order of rotational speed integrally with the input shaft I (engine E), and the rotation is It is distributed to the sun gear s1 and the ring gear r1. The rotation distributed to the ring gear r1 is transmitted to the output shaft O via the first intermediate shaft M1, and the rotation distributed to the sun gear s1 is transmitted to the rotor Ro1 of the first motor / generator MG1 (see FIG. 1). ). At this time, the engine E is controlled in a positive direction via the input shaft I while being controlled so as to be maintained in a state (specifically, rotational speed and torque) with high efficiency and low exhaust gas (generally along optimum fuel consumption characteristics). Is transmitted to the carrier ca1. Further, the first motor / generator MG1 transmits the torque of the input shaft I to the sun gear s1 by outputting a negative torque. The rotational speed of the ring gear r1 (output shaft O) is determined by the rotational speed of the first motor / generator MG1. In a normal running state, the first motor / generator MG1 generates power by generating a torque in the negative direction while rotating forward (rotation speed is positive). On the other hand, when the vehicle speed is high (the rotational speed of the output shaft O is high) and the rotational speed of the output shaft O is higher than the rotational speed of the engine E, the first motor / generator MG1 rotates negatively (rotational speed is negative). At the same time, negative torque is generated to perform power running. In this state where the first motor / generator MG1 is powered, the second motor / generator MG2 generates power by generating torque in the direction opposite to the rotation direction of the rotor Ro2.

  As shown in FIG. 4, in the split mode, since the second clutch C2 is in an engaged state, the transmission P2 is a coupled state in which the first planetary gear device P21 and the second planetary gear device P22 operate integrally. It has become. At the low speed (Lo), the carrier ca2 and the ring gear r3 of the transmission P2 are fixed to the case Ds by engaging the second brake B2. On the other hand, at the high speed (Hi), when the first brake B1 is engaged, the ring gear r2 and the sun gear s3 of the transmission P2 are fixed to the case Ds. As a result, as shown in FIG. 5, the rotation speed of the second motor / generator MG2 (sun gear s2) is changed (decelerated) in accordance with the gear ratio of each gear (Lo, Hi), and the carrier of the transmission P2 It is transmitted from ca3 to the output shaft O. Here, the gear ratio of the low speed stage (Lo) is set larger than the gear ratio of the high speed stage (Hi). Therefore, in the split mode, the torque of the second motor / generator MG2 shifted (decelerated) by the transmission device P2 in accordance with the gear ratios of the respective gears (Lo, Hi), and the first intermediate shaft M1 from the power distribution device P1. Are added to the torque of the engine E (input shaft I) distributed to the output shaft O and output from the output shaft O. That is, in the split mode, when the rotational driving force of the engine E (input shaft I) distributed by the power distribution device P1 and transmitted to the output shaft O is insufficient with respect to the required driving force, the second motor generator By powering MG2, the vehicle can travel while assisting the rotational driving force of the engine E by the rotational driving force of the second motor / generator MG2.

1-5. Parallel acceleration mode In the parallel acceleration mode, the rotational driving force of the input shaft I is distributed to the first motor / generator MG1 via the power distribution device P1, and the rotational speed of the input shaft I is transmitted via the transmission device P2. In this mode, the speed is increased and transmitted to the output shaft O. In the present embodiment, as shown in FIG. 4, the parallel acceleration mode is realized when the first clutch C1 and the first brake B1 are engaged. That is, in the parallel acceleration mode, the first clutch C1 is brought into the engaged state, whereby the input shaft I and the carrier ca1 of the power distribution device P1 constitute the transmission device P2 via the second intermediate shaft M2. It is connected so as to rotate integrally with the ring gear r3 of the planetary gear set P22. When the first brake B1 is engaged, the rotational speed of the input shaft I is increased by the second planetary gear device P22 and transmitted to the output shaft O, as shown in FIGS. . At this time, since the first clutch C1 is in the engaged state, the power distribution device P1 is in a state of operating integrally with at least the second planetary gear device P22 of the transmission device P2. In the present embodiment, the parallel acceleration mode has two modes, a parallel first acceleration mode (OD1) and a parallel second acceleration mode (OD2). The parallel first acceleration mode (OD1) corresponds to the “first acceleration mode” in the present invention, and the parallel second acceleration mode (OD2) corresponds to the “second acceleration mode” in the present invention.

  The parallel first acceleration mode (OD1) is one of the parallel acceleration modes as described above, and is a mode in which the rotational driving force of the second motor / generator MG2 is transmitted to the output shaft O. In this parallel first acceleration mode (OD1), as shown in FIG. 4, in addition to the first clutch C1 and the first brake B1 being engaged, the second clutch C2 is engaged. Thus, the transmission P2 is brought into a coupled state. As a result, the input shaft I and the carrier ca1 of the power distribution device P1 are connected to rotate integrally with the carrier ca2 and the ring gear r3 of the transmission device P2. Further, as described above, the ring gear r1 of the power distribution device P1 and the carrier ca3 of the transmission device P2 are both connected to rotate integrally with the output shaft O. Accordingly, in the parallel first speed increase mode (OD1), the entire power distribution device P1 and the transmission device P2 (the first planetary gear device P21 and the second planetary gear device P22) are in an integrated operation. Therefore, as shown as a straight line OD1 in FIG. 6, the power distribution device P1 and the transmission device P2 are the same straight line on the speed diagram. At this time, the ring gear r2 and the sun gear s3 of the transmission P2 are fixed to the case Dc by the first brake B1. Therefore, the rotational speed of the input shaft I is increased and transmitted to the output shaft O by the transmission device P2, and the rotational speed of the second motor / generator MG2 is decelerated and transmitted to the output shaft O. At this time, the first motor / generator MG1 is also rotated (negatively rotated).

  In the first parallel acceleration mode (OD1), both the first motor / generator MG1 and the second motor / generator MG2 can perform either power running or power generation. Accordingly, it is possible to drive while at least one of the first motor / generator MG1 and the second motor / generator MG2 is powered and assists the rotational driving force of the engine E by the rotational driving force. At this time, it is possible to cause the motor generators MG1 and MG2 that do not perform power generation to generate power and supply the obtained power to the motor generators MG1 and MG2 that perform power operation or to charge the battery 11 with the obtained power. is there. Further, one or both of the first motor / generator MG1 and the second motor / generator MG2 may be in a state where no torque is generated.

  Further, as shown in FIG. 4, the parallel first acceleration mode (OD1) and the high speed stage (Hi) in the split mode differ only in whether the first clutch C1 is in the engaged state or the disengaged state. Yes, the second clutch C2 and the first brake B1 are in the engaged state. Therefore, the hybrid drive device H changes the first clutch C1 from the high speed (Hi), which is the shift speed having the smallest speed ratio in the split mode, to the parallel first speed increase mode ( OD1). Note that the engagement of the first clutch C1 at this time is performed in a state in which the rotation speed of the input shaft I and the rotation speed of the second intermediate shaft M2 coincide with each other, so that a synchronous shift that does not cause a shock due to switching is made. Can do.

  The parallel second acceleration mode (OD2) is one of the parallel acceleration modes as described above. The rotor Ro2 of the second motor / generator MG2 is fixed to the case Dc, and the second motor / generator MG2 is used. This is a mode in which the transmission of rotation between the output shaft O and the output shaft O is interrupted. In the parallel second acceleration mode (OD2), as shown in FIG. 4, in addition to the first clutch C1 and the first brake B1 being engaged, the second brake B2 is engaged. The On the other hand, unlike the first parallel acceleration mode (OD1), the second clutch C2 is disengaged. Therefore, in the parallel second acceleration mode (OD2), the transmission P2 is in a separated state in which the first planetary gear device P21 and the second planetary gear device P22 operate independently.

  In the parallel second acceleration mode (OD2), the first clutch C1 is engaged when the transmission device P2 is disengaged, whereby the input shaft I and the carrier ca1 of the power distribution device P1 are connected to the second planetary gear. The ring gear r3 of the gear device P22 is connected to rotate integrally. Further, as described above, the ring gear r1 of the power distribution device P1 and the carrier ca3 of the second planetary gear device P22 are both connected to rotate integrally with the output shaft O. Therefore, in the parallel second acceleration mode (OD2), the power distribution device P1 and the second planetary gear device P22 are in a state of operating integrally. Therefore, as shown as a straight line OD2-1 in FIG. 7, the power distribution device P1 and the second planetary gear device P22 are collinear on the velocity diagram. At this time, the sun gear s3 of the second planetary gear set P22 is fixed to the case Dc by the first brake B1. For this reason, the rotational speed of the input shaft I is increased by the second planetary gear device P22 and transmitted to the output shaft O. At this time, the first motor / generator MG1 is also rotated (negatively rotated).

  Further, in the parallel second acceleration mode (OD2), the first planetary gear device P21 is entirely in the case when the first brake B1 and the second brake B2 are engaged in the separated state of the transmission device P2. The rotor Ro2 of the second motor / generator MG2 is also fixed to the case Dc. Accordingly, as shown by the straight line OD2-2 in FIG. 7, in the first planetary gear device P21, the rotational speeds of all the rotating elements s3, r3, ca3 are zero, and the rotational speed of the second motor / generator MG2 is zero. Become. Since the transmission device P2 is in the separated state, the second planetary gear device P22 can operate independently even when the entire first planetary gear device P21 is fixed to the case Dc. As described above, in the parallel second acceleration mode (OD2), the transmission device P2 is in the separated state, and the first planetary gear device P21 functions as a planetary gear device for fixing the second motor / generator MG2. The two planetary gear device P22 functions as a planetary gear device for increasing the rotational speed of the input shaft I.

  In the parallel second acceleration mode (OD2), the first motor / generator MG1 can perform either power running or power generation. Therefore, it is possible to cause the first motor / generator MG1 to generate electric power and supply the obtained electric power to the auxiliary equipment of the vehicle, or to charge the battery 11 with the obtained electric power. It is also possible to drive the first motor / generator MG1 and run while assisting the rotational driving force of the engine E by the rotational driving force. Also, the first motor / generator MG1 may be in a state where no torque is generated.

1-6. Switching operation from the parallel first acceleration mode to the parallel second acceleration mode Next, in the hybrid drive device H according to the present embodiment, from the parallel first acceleration mode of the parallel acceleration mode to the parallel second acceleration mode. The operation process at the time of switching will be described based on the flowchart shown in FIG. In the present embodiment, switching from the parallel first acceleration mode to the parallel second acceleration mode is performed when predetermined conditions for the battery charge amount, the accelerator operation amount, and the like are satisfied. Note that the operation of engaging or disengaging the friction engagement means C1, C2, B1, B2 is performed by the control device ECU outputting a command signal to the hydraulic control device 13 by the switching control means 34. Details will be described below.

  First, the control unit ECU determines whether or not the current operation mode selected by the mode / shift stage selection means 39 is the parallel first acceleration mode (OD1) (step # 01). If the current operation mode is not the parallel first acceleration mode (OD1) (step # 01: No), the process ends as it is. If the current operation mode is the parallel first acceleration mode (OD1) (step # 01: Yes), the control device ECU then detects the battery charge amount detected by the battery state detection means 33. Is greater than or equal to a predetermined value (step # 02). If the battery charge amount is less than the predetermined value (step # 02: No), the control device ECU next determines whether or not the auto-cruise function is operating (step # 03). Here, the auto-cruise function is a function of causing the vehicle to travel at a predetermined constant vehicle speed regardless of the amount of operation of the accelerator pedal 18 by the driver. Since the configuration for realizing the auto-cruise function is known, the description thereof is omitted. If the auto-cruise function is not in operation (step # 03: No), the process ends without switching to the parallel second acceleration mode (OD2). On the other hand, when the auto-cruise function is in operation (step # 03: Yes), the process proceeds to step # 05.

  When the battery charge amount detected by the battery state detection means 33 is greater than or equal to a predetermined value (step # 02: Yes), the control device ECU then determines the accelerator operation amount θ detected by the accelerator operation detection sensor Se6. Is less than or equal to a predetermined first threshold value θ1 (step # 04). When the accelerator operation amount θ is larger than the predetermined first threshold value θ1 (step # 04: No), the process is terminated without switching to the parallel second acceleration mode (OD2). On the other hand, when the accelerator operation amount θ is equal to or smaller than the predetermined first threshold value θ1 (step # 04: Yes), the control device ECU places the second clutch C2 in the disengaged state (step # 05). . Thereafter, the control device ECU starts the control (step # 06) in which the motor / generator control means 32 makes the rotation speed of the second motor / generator MG2 zero. Then, when the rotation speed of the second motor / generator MG2 becomes substantially zero (step # 07: Yes), the control device ECU places the second brake B2 in an engaged state (step # 08). As a result, the operation mode of the hybrid drive device H is switched to the parallel second acceleration mode (OD2).

On the other hand, after starting the control to make the rotation speed of the second motor / generator MG2 zero (step # 06), until the rotation speed of the second motor / generator MG2 becomes almost zero (step # 07: No), It is determined whether or not the accelerator operation amount θ detected by the accelerator operation detection sensor Se6 is equal to or less than a predetermined second threshold value θ2 (step # 09). When the accelerator operation amount θ is equal to or smaller than the predetermined second threshold value θ2 (step # 09: Yes), the control (step # 06) for continuing the rotation speed of the second motor / generator MG2 to zero is continued. To do. On the other hand, when the accelerator operation amount θ becomes larger than the predetermined second threshold value θ2 (step # 09: No), the control unit ECU performs the parallel first operation based on the vehicle speed detected by the vehicle speed detection means 35. The rotational speed Nm of the second motor / generator MG2 in the single speed increase mode (OD1) is calculated and acquired (step # 10). Thereafter, control (step # 11) is started to set the rotation speed of the second motor / generator MG2 to the rotation speed Nm acquired in step # 10. Then, when the rotational speed of the second motor / generator MG2 substantially matches the rotational speed Nm acquired in Step # 10 (Step # 07: Yes), the control device ECU puts the second clutch C2 into the engaged state. (Step # 13). As a result, the operation mode of the hybrid drive device H is returned to the parallel first acceleration mode (OD1). Until the rotation speed of the second motor / generator MG2 substantially coincides with the rotation speed Nm acquired in step # 10 (step # 07: No), the determination in step # 09 and the steps # 10 and # 11 are performed. Repeat the process. Thus, the process ends.

2. Second Embodiment Next, a second embodiment of the present invention will be described. FIG. 9 is a skeleton diagram showing a mechanical configuration of the hybrid drive device H according to the present embodiment. Note that, in FIG. 9, the configuration of the lower half symmetrical with respect to the central axis is omitted as in FIG. 1. The hybrid drive device H according to the present embodiment differs from the hybrid drive device H according to the first embodiment in the configuration of a second planetary gear device P22 that mainly constitutes the transmission device P2. Other configurations are the same as those in the first embodiment. Below, the difference with said 1st embodiment of the hybrid drive device H which concerns on this embodiment is demonstrated. Note that points not particularly described are the same as those in the first embodiment.

  As shown in FIG. 9, the hybrid drive device H according to the present embodiment also has an input shaft I connected to the engine E, an output shaft O connected to the wheels W, and the first embodiment, A first motor / generator MG1, a second motor / generator MG2, a power distribution device P1 for distributing the rotational driving force of the input shaft I to the output shaft O and the first motor / generator MG1, and a second motor / generator MG2. And a transmission P2 disposed between the output shaft O and the output shaft O. Moreover, these structures are accommodated in case Dc as a non-rotating member fixed to the vehicle body. However, in the hybrid drive device H according to this embodiment, the roles of the sun gear s3 and the carrier ca3 in the second planetary gear device P22 of the transmission device P2 are interchanged as compared with the first embodiment. Is different.

  That is, in the second planetary gear device P22 according to the present embodiment, the carrier ca3 is connected to rotate integrally with the ring gear r2 of the first planetary gear device P21, and is selectively selected by the first brake B1 to the case Dc. Fixed to. The sun gear s3 is connected so as to rotate integrally with the output shaft O and the first intermediate shaft M1. Therefore, in the present embodiment, the carrier ca3, the ring gear r3, and the sun gear s3 are the “first rotating element m1” and “second rotating element m2” of the second planetary gear device P22 that constitutes the transmission P2 in the present invention, respectively. And “third rotation element m3”.

  In addition, due to the difference in the configuration of the second planetary gear device P22 from the first embodiment, the speed diagram of the power distribution device P1 and the transmission device P2 of the hybrid drive device H according to this embodiment is as follows. The velocity diagrams shown in FIGS. 5 to 7 according to the first embodiment are slightly different. That is, in the velocity diagrams shown in FIGS. 5 to 7, s3 (m1) described on the upper side of the vertical axis corresponding to each rotation element is set to ca3 (m1), and ca3 (m3) is changed to s3 (m3). This is a velocity diagram of the power distribution device P1 and the transmission device P2 of the hybrid drive device H according to the present embodiment.

4). Other Embodiments (1) In each of the above embodiments, the first brake B1 and the second brake B2 are provided as the second rotating electrical machine fixing means 2 that selectively fixes the rotor Ro2 of the second motor / generator MG2. An example configuration has been described. However, the embodiment of the present invention is not limited to this. That is, the second rotating electrical machine fixing means 2 includes, for example, a brake that selectively fixes the rotor Ro2 of the second motor / generator MG2 or the sun gear s2 that is a rotating member that rotates integrally with the rotor Ro2 to the case Dc. This is also a preferred embodiment of the present invention.

(2) In each of the above-described embodiments, the hybrid drive device H has been described with respect to the configuration example including the second rotating electrical machine fixing means 2 and the transmission blocking means 3. However, the embodiment of the present invention is not limited to this, and it is one of the preferred embodiments of the present invention that the second rotating electric machine fixing means 2 and the transmission blocking means 3 are not provided. is there. As an example of such a configuration, in each of the above-described embodiments, the second clutch C <b> 2 that constitutes the transmission blocking means 3 may not be provided. Also in this case, in order to change the rotational speed of the second motor / generator MG2 and transmit it to the output shaft O, the first brake B1 constituting the second rotating electrical machine fixing means 2 in each of the above embodiments and It is preferable that the second brake B2 and the transmission P2 constituting the transmission cutoff means 3 are provided.

(3) In each of the above embodiments, the example in which the hybrid drive device H has two shift speeds in the split mode has been described. However, the embodiment of the present invention is not limited to this, and it is also possible to adopt a configuration having only one shift stage in the split mode, or having three or more shift stages. This is one of the embodiments. Further, in each of the above embodiments, an example in which the hybrid drive device H has two modes of the parallel first acceleration mode (OD1) and the parallel second acceleration mode (OD2) as the parallel acceleration mode. explained. However, the embodiment of the present invention is not limited to this, and it may be configured to have only one of the parallel first acceleration mode (OD1) and the parallel second acceleration mode (OD2). It is one of the preferred embodiments of the invention.

(4) In addition, the configurations of the power distribution device P1 and the transmission device P2 described in the above embodiments and the arrangement configuration of the friction engagement elements with respect to these rotary elements are merely examples, and the configurations other than the above are also possible. All configurations capable of realizing the configuration of the present invention are included in the scope of the present invention.

  The present invention can be used as a drive device for a hybrid vehicle.

Skeleton diagram of hybrid drive device according to first embodiment of the present invention System configuration diagram of the hybrid drive device according to the first embodiment The figure which shows an example of the control map of the hybrid drive device which concerns on 1st embodiment. The figure which shows the operation | movement table | surface of the hybrid drive device which concerns on 1st embodiment. Speed diagram in split mode of hybrid drive device according to first embodiment Speed diagram in parallel first acceleration mode of hybrid drive device according to first embodiment Speed diagram in parallel second acceleration mode of hybrid drive device according to first embodiment The flowchart which shows the process in the case of the switching operation from the parallel 1st acceleration mode to the parallel 2nd acceleration mode of the hybrid drive device which concerns on 1st embodiment. Skeleton diagram of hybrid drive device according to second embodiment of the present invention

H: Hybrid drive device E: Engine I: Input shaft O: Output shaft W: Wheel MG1: First motor / generator (first rotating electrical machine)
Ro1: Rotor MG2 of the first motor / generator: Second motor / generator (second rotating electric machine)
Ro2: rotor of second motor / generator P1: power distribution device P2: transmission P21: first planetary gear device P22: second planetary gear device C1: first clutch C2: second clutch B1: first brake B2: first Double brake Dc: Case (non-rotating member)
m1: first rotating element m2: second rotating element m3: third rotating element 1: engaging means 2: second rotating electrical machine fixing means 3: transmission blocking means 4: switching means

Claims (15)

An input shaft connected to the engine, an output shaft connected to the wheels, a first rotating electrical machine, a second rotating electrical machine, and the rotational driving force of the input shaft are distributed to the output shaft and the first rotating electrical machine. A hybrid drive device comprising: a power distribution device that performs transmission; and a transmission device connected between the second rotating electrical machine and the output shaft,
It said input shaft comprises a rotary element of the connected the power distribution device in及beauty the entering force shaft, the engaging means for selectively connecting the one rotating element of the speed change device,
The power distribution device includes a rotating element connected to the output shaft separately from the rotating element connected to the input shaft,
The transmission includes a rotating element that is selectively fixed to a non-rotating member by a brake, separately from the rotating element connected to the engaging means,
The transmission can change the rotational speed of the second rotating electrical machine and transmit it to the output shaft, and the rotational speed of the input shaft when the engagement means is engaged and the brake is engaged. A hybrid drive device capable of increasing the speed of transmission and transmitting it to the output shaft. Second rotating electrical machine fixing means for selectively fixing the rotor of the second rotating electrical machine;
Transmission interruption means capable of interrupting transmission of rotation between the output shaft and the second rotary electric machine in a state where at least the rotor of the second rotary electric machine is fixed;
The hybrid drive device according to claim 1, comprising: The transmission includes a first planetary gear device having a rotating element connected to the second rotating electrical machine, and a second planetary gear device having a rotating element connected to the output shaft,
The input shaft is in the engaged state of the engagement means, and connected to the rotating element before SL output shaft connected to a rotating element of a different said second planetary gear device,
The transmission is in a state in which the first planetary gear device and the second planetary gear device operate integrally, and the first planetary gear device and the second planetary gear device operate independently. Comprising switching means for selectively switching to the separated state;
The said 2nd planetary gear apparatus can increase the rotational speed of the said input shaft, and can transmit to the said output shaft in the said engagement state of the said engagement means and the said engagement means. Hybrid drive device.   The hybrid drive device according to claim 3, further comprising second rotating electric machine fixing means capable of fixing a rotor of the second rotating electric machine in the separated state of the transmission.   The transmission can be switched to a plurality of shift stages having different gear ratios when the rotational speed of the second rotating electrical machine is shifted and transmitted to the output shaft in a disengaged state of the engagement means. Item 5. The hybrid drive device according to any one of Items 1 to 4. An input shaft connected to the engine, an output shaft connected to the wheels, a first rotating electrical machine, a second rotating electrical machine, and the rotational driving force of the input shaft are distributed to the output shaft and the first rotating electrical machine. A hybrid drive device comprising: a power distribution device that performs transmission; and a transmission device connected between the second rotating electrical machine and the output shaft,
With the input shaft, a rotation element of the connected the power distribution device in及beauty the entering force shaft, a first clutch for selectively connecting the one rotating element of the speed change device,
The transmission is configured to include a first planetary gear device and a second planetary gear device each including at least a first rotation element, a second rotation element, and a third rotation element in the order of arrangement in the velocity diagram.
In the first planetary gear device, the first rotating element is connected to rotate integrally with the first rotating element of the second planetary gear device, and is selectively fixed to the non-rotating member by the first brake. The second rotating element is selectively fixed to the non-rotating member by the second brake, and the third rotating element is connected to the rotor of the second rotating electrical machine,
In the second planetary gear device, a second rotating element is selectively connected to the input shaft by the first clutch, and is selectively connected to the second rotating element of the first planetary gear device by the second clutch. A hybrid drive device connected and having a third rotating element connected to the output shaft. The power distribution device is a planetary gear device including at least a first rotating element, a second rotating element, and a third rotating element in the order of arrangement in a velocity diagram , wherein the first rotating element is a rotor of the first rotating electric machine. The hybrid drive device according to claim 6, wherein the second rotating element is connected to the input shaft, and the third rotating element is connected to the output shaft. An input shaft connected to the engine, an output shaft connected to the wheels, a first rotating electrical machine, a second rotating electrical machine, and the rotational driving force of the input shaft are distributed to the output shaft and the first rotating electrical machine. A hybrid drive device comprising: a power distribution device that performs transmission; and a transmission device connected between the second rotating electrical machine and the output shaft,
It said input shaft comprises a rotary element of the connected the power distribution device in及beauty the entering force shaft, the engaging means for selectively connecting the one rotating element of the speed change device,
The transmission includes a rotating element that is selectively fixed to a non-rotating member by a brake, separately from the rotating element connected to the engaging means,
With the engagement means disengaged, the rotational driving force of the input shaft is distributed to the first rotating electrical machine and the output shaft via the power distribution device, and the rotational driving of the second rotating electrical machine is performed. A split mode in which force is transmitted to the output shaft via the transmission,
In the engaged state of the engaging means and the engaged state of the brake, the rotational driving force of the input shaft is distributed to the first rotating electrical machine via the power distribution device, and the rotational speed of the input shaft is A hybrid drive device that is in a parallel acceleration mode that is accelerated through the transmission and transmitted to the output shaft. The split mode has a plurality of shift stages having different speed ratios of the rotation speed by the transmission when transmitting the rotational driving force of the second rotating electrical machine to the output shaft;
9. The hybrid drive device according to claim 8, wherein the shift mode is shifted to a parallel acceleration mode by bringing the engagement means into an engaged state from a gear position having the smallest gear ratio in the split mode.   The parallel acceleration mode includes a first acceleration mode in which a rotational driving force of the second rotating electrical machine is transmitted to the output shaft, a rotor of the second rotating electrical machine is fixed, and the second rotating electrical machine and the The hybrid drive device according to claim 8, further comprising: a second acceleration mode in which transmission of rotation between the output shaft and the output shaft is interrupted.   An input shaft connected to the engine, an output shaft connected to the wheels, a first rotating electrical machine, a second rotating electrical machine, and the rotational driving force of the input shaft are distributed to the output shaft and the first rotating electrical machine. A hybrid drive device comprising: a power distribution device that performs transmission; and a transmission device connected between the second rotating electrical machine and the output shaft,
  An engagement means for selectively connecting the input shaft, a rotating element of the power distribution device connected to the input shaft, and one rotating element of the transmission;
  The power distribution device includes a rotating element connected to the output shaft separately from the rotating element connected to the input shaft,
  The transmission can change the rotational speed of the second rotating electrical machine and transmit it to the output shaft, and can increase the rotational speed of the input shaft and increase the output speed when the engagement means is engaged. Can be transmitted to the shaft,
  Second rotating electrical machine fixing means for selectively fixing the rotor of the second rotating electrical machine;
  Transmission interruption means capable of interrupting transmission of rotation between the output shaft and the second rotary electric machine in a state where at least the rotor of the second rotary electric machine is fixed;
A hybrid drive device comprising:   An input shaft connected to the engine, an output shaft connected to the wheels, a first rotating electrical machine, a second rotating electrical machine, and the rotational driving force of the input shaft are distributed to the output shaft and the first rotating electrical machine. A hybrid drive device comprising: a power distribution device that performs transmission; and a transmission device connected between the second rotating electrical machine and the output shaft,
  An engagement means for selectively connecting the input shaft, a rotating element of the power distribution device connected to the input shaft, and one rotating element of the transmission;
  The power distribution device includes a rotating element connected to the output shaft separately from the rotating element connected to the input shaft,
  The transmission can change the rotational speed of the second rotating electrical machine and transmit it to the output shaft, and can increase the rotational speed of the input shaft and increase the output speed when the engagement means is engaged. Can be transmitted to the shaft,
  The transmission includes a first planetary gear device having a rotating element connected to the second rotating electrical machine, and a second planetary gear device having a rotating element connected to the output shaft,
  The input shaft is connected to a rotating element of the second planetary gear set different from the rotating element connected to the output shaft in an engaged state of the engaging means;
  The transmission is in a state in which the first planetary gear device and the second planetary gear device operate integrally, and the first planetary gear device and the second planetary gear device operate independently. Comprising switching means for selectively switching to the separated state;
  The hybrid drive device in which the second planetary gear device can increase the rotational speed of the input shaft and transmit it to the output shaft in the separated state and further in the engaged state of the engaging means.   An input shaft connected to the engine, an output shaft connected to the wheels, a first rotating electrical machine, a second rotating electrical machine, and the rotational driving force of the input shaft are distributed to the output shaft and the first rotating electrical machine. A hybrid drive device comprising: a power distribution device that performs transmission; and a transmission device connected between the second rotating electrical machine and the output shaft,
  An engagement means for selectively connecting the input shaft, a rotating element of the power distribution device connected to the input shaft, and one rotating element of the transmission;
  The power distribution device includes a rotating element connected to the output shaft separately from the rotating element connected to the input shaft,
  The transmission can change the rotational speed of the second rotating electrical machine and transmit it to the output shaft, and can increase the rotational speed of the input shaft and increase the output speed when the engagement means is engaged. Can be transmitted to the shaft,
  The transmission is capable of switching to a plurality of shift stages having different transmission ratios when the rotational speed of the second rotating electrical machine is shifted and transmitted to the output shaft in a disengaged state of the engagement means. Drive device.   An input shaft connected to the engine, an output shaft connected to the wheels, a first rotating electrical machine, a second rotating electrical machine, and the rotational driving force of the input shaft are distributed to the output shaft and the first rotating electrical machine. A hybrid drive device comprising: a power distribution device that performs transmission; and a transmission device connected between the second rotating electrical machine and the output shaft,
  An engagement means for selectively connecting the input shaft, a rotating element of the power distribution device connected to the input shaft, and one rotating element of the transmission;
  With the engagement means disengaged, the rotational driving force of the input shaft is distributed to the first rotating electrical machine and the output shaft via the power distribution device, and the rotational driving of the second rotating electrical machine is performed. A split mode in which force is transmitted to the output shaft via the transmission,
  In the engaged state of the engaging means, the rotational driving force of the input shaft is distributed to the first rotating electrical machine via the power distributor, and the rotational speed of the input shaft is increased via the transmission. It becomes a parallel acceleration mode that is transmitted to the output shaft by being accelerated,
  The split mode has a plurality of shift stages having different speed ratios of the rotation speed by the transmission when transmitting the rotational driving force of the second rotating electrical machine to the output shaft;
  A hybrid drive apparatus that shifts to a parallel acceleration mode by bringing the engaging means into an engaged state from a gear position having the smallest gear ratio in the split mode.   An input shaft connected to the engine, an output shaft connected to the wheels, a first rotating electrical machine, a second rotating electrical machine, and the rotational driving force of the input shaft are distributed to the output shaft and the first rotating electrical machine. A hybrid drive device comprising: a power distribution device that performs transmission; and a transmission device connected between the second rotating electrical machine and the output shaft,
  An engagement means for selectively connecting the input shaft, a rotating element of the power distribution device connected to the input shaft, and one rotating element of the transmission;
  With the engagement means disengaged, the rotational driving force of the input shaft is distributed to the first rotating electrical machine and the output shaft via the power distribution device, and the rotational driving of the second rotating electrical machine is performed. A split mode in which force is transmitted to the output shaft via the transmission,
  In the engaged state of the engaging means, the rotational driving force of the input shaft is distributed to the first rotating electrical machine via the power distributor, and the rotational speed of the input shaft is increased via the transmission. It becomes a parallel acceleration mode that is transmitted to the output shaft by being accelerated,
  The parallel acceleration mode includes a first acceleration mode in which a rotational driving force of the second rotating electrical machine is transmitted to the output shaft, a rotor of the second rotating electrical machine is fixed, and the second rotating electrical machine and the A hybrid drive device having a second speed increasing mode in which transmission of rotation between the output shaft and the output shaft is interrupted.

Images