JP5077709B2 - Vehicle drive device - Google Patents

Description

  The present invention relates to a vehicle drive device including a rotating electrical machine as a drive force source.

  Generally, a rotating electrical machine used as a driving force source for wheels in an electric vehicle, a hybrid vehicle, or the like can be driven in a wider rotational speed range than an internal combustion engine. Therefore, it is not always necessary to provide a transmission for switching the gear ratio from the rotating electrical machine to the wheels. However, it is possible to transmit a large torque to the wheels and drive the rotating electrical machine in a wide vehicle speed range by providing a simple transmission device between the rotating electrical machine and the wheels that switches the gear ratio in about two steps. It becomes. As such a transmission device, for example, in Patent Document 1 below, an input shaft that is drivingly connected to a rotating electrical machine as a driving force source, an output shaft that is drivingly connected to driving wheels, a planetary gear mechanism, A configuration including a transmission clutch for switching states, a friction element, and a two-way clutch is described.

  In the device described in Patent Document 1, the input shaft is drivingly connected to the sun gear of the planetary gear mechanism, the output shaft is drivingly connected to the carrier, a speed change clutch is provided between the input shaft and the ring gear, and the input shaft And a friction element that rotates integrally with each other. Further, a two-way clutch is provided between the ring gear and the case, which allows the ring gear to rotate in the same direction as the friction element and restricts the rotation of the ring gear in the opposite direction. The device realizes a first speed stage in which the rotation of the rotating electrical machine is decelerated and transmitted to the output shaft by bringing the speed change clutch into an engaged state, and rotates by making the speed change clutch in a released state. By realizing the second speed that is transmitted to the output shaft while the rotation of the electric machine is the same speed, the forward two-stage shift is performed.

JP 2005-030430 A

  The apparatus described in Patent Document 1 is configured to perform forward two-stage shifting by switching the engagement state of a shift clutch configured by a hydraulic clutch. However, when the shift stage is switched by the hydraulic clutch as described above, a hydraulic control device including a pump as a hydraulic source for operating the hydraulic clutch, a valve for controlling the hydraulic pressure, and the like are required. For this reason, there is a problem that the apparatus becomes complicated and large in size, and further has a power loss due to a hydraulic pump or the like, resulting in poor efficiency.

  Therefore, it is desired to realize a forward two-stage shift with a simpler configuration in a vehicle drive device using a rotating electrical machine as a drive force source.

The vehicle drive device according to the present invention includes a rotating electrical machine, an input member that is drivingly connected to a rotor of the rotating electrical machine, an output member that is drivingly connected to a driving wheel, and at least a first rotation in the order of rotational speed. A differential gear device having three rotating elements, an element, a second rotating element, and a third rotating element, a first one-way clutch, and a second one-way clutch, wherein the input member is the first one-way clutch And selectively driven and connected to the first rotating element via the second one-way clutch and selectively driven and connected to the third rotating element via the second one-way clutch. The second rotating element is selected as a non-rotating member. The output member is the third rotating element or another rotating element of the differential gear device, and is arranged between the second rotating element and the third rotating element in order of rotational speed. Middle position When the rotation of the first rotation element is transmitted to the output member and the rotation of the third rotation element is transmitted to the output member. The first one-way clutch restricts the input member from rotating in the negative direction relative to the first rotating element and allows the first one-way clutch to rotate in the positive direction. and, the second one-way clutch is provided to permit the relative rotation in the negative direction while restricted from relative rotation in the forward direction the input member relative to the third rotating element, wherein Separately from the second one-way clutch, a first engagement device that selectively engages or separates the input member and the third rotating element, and the second rotating element is selectively fixed to a non-rotating member. Or the second to separate It lies in Ru further comprising engaging device.

  In the present application, “driving connection” refers to a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or the two This is used as a concept including a state in which two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. However, the term “drive connection” for each rotating element of the differential gear device refers to a state in which the plurality of rotating elements included in the differential gear device are drivingly connected without passing through other rotating elements. And In the present application, the “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.

  Further, in the present application, the “order of rotational speed” is either the order from the high speed side to the low speed side or the order from the low speed side to the high speed side, which can be either depending on the rotational state of each differential gear mechanism. In either case, the order of the rotating elements does not change. In the present application, the “transmission ratio” is a ratio at which the rotation transmitted from one member to another member is decelerated, and the rotation of the one member is greatly decelerated as the value of the transmission ratio increases. Is transmitted to. When the gear ratio is 1, the rotation of one member is transmitted to the other members at the same speed. If the gear ratio is smaller than 1, the rotation of the one member increases as the value of the gear ratio decreases. The speed is increased and transmitted to other members. In the present application, with respect to the direction of rotation and torque of each member, the “positive direction” is the same direction as the rotation direction of the member when the vehicle is moving forward, and the “negative direction” is the opposite direction.

  According to this characteristic configuration, when the rotating electrical machine rotates in the negative direction and outputs a torque in the negative direction, the first one-way clutch is engaged and the input member and the first rotating element are drivingly connected. Thereby, the first forward drive mode in which the torque of the rotating electrical machine is transmitted to the output member via the first rotating element and the first one-way clutch is realized. On the other hand, when the rotating electrical machine rotates in the forward direction and outputs a torque in the forward direction, the second one-way clutch is engaged and the input member and the third rotating element are drivingly connected. Thereby, the second forward drive mode in which the torque of the rotating electrical machine is transmitted to the output member via the third rotating element and the second one-way clutch is realized. At this time, since the transmission gear ratio when the rotation of the first rotation element is transmitted to the output member and the transmission gear ratio when the rotation of the third rotation element is transmitted to the output member are set differently, One of the forward drive mode and the second forward drive mode has a higher gear ratio, a low speed mode suitable for use in situations where a high driving force is required at a low vehicle speed range, and a lower gear ratio has a higher vehicle speed range. This is a high-speed mode suitable for use in situations where a high driving force is not required. Therefore, by switching between the first forward drive mode and the second forward drive mode according to the vehicle speed and the required driving force, a large torque can be transmitted to the drive wheels as necessary and the rotating electrical machine can be operated in a wide vehicle speed range. This torque can be transmitted to the drive wheels to drive the vehicle.

Further, according to this characteristic configuration, switching between the first forward drive mode and the second forward drive mode can be performed only by reversing the direction of rotation and torque of the rotating electrical machine. Therefore, separate power is not required to switch the engagement state like a hydraulic clutch, etc., and a forward two-stage shift is realized with a simple configuration using a rotating electrical machine as a vehicle driving force source and two one-way clutches. can do. Therefore, it becomes easy to simplify and miniaturize the vehicle drive device and improve the efficiency.
Further, in the configuration of the vehicle drive device described above, even when the direction of the torque of the rotating electrical machine is reversed while the vehicle is traveling in the second forward drive mode realized with the second one-way clutch engaged. It only switches to the first forward drive mode, and regenerative braking that causes the rotating electric machine to output torque in the direction opposite to the rotation direction to generate electric power cannot be executed. However, according to this structure, an input member and a 3rd rotation element can be engaged by making a 1st engagement apparatus into an engagement state. As a result, even when the rotating electrical machine outputs torque in the direction opposite to the rotational direction, the torque of the rotating electrical machine can be transmitted to the drive wheels. Therefore, it is possible to execute regenerative braking in which the rotating electrical machine generates power and transmits torque in the deceleration direction (negative direction) to the drive wheels.
By the way, if the second rotating element of the differential gear device is fixed to the non-rotating member, the output member and the driving wheel are restricted from rotating in the negative direction by the action of the first one-way clutch and the second one-way clutch. The vehicle cannot reverse. However, according to this configuration, since the second rotating element of the differential gear device can be selectively separated from the non-rotating member, the output member and the drive wheel are allowed to rotate in the negative direction. Then, by engaging the input member and the third rotating element with the first engaging device, and outputting the negative torque to the rotating electrical machine, the first one-way clutch is engaged and all of the differential gear devices are engaged. The rotating element can be rotated integrally, and the torque of the rotating electrical machine can be transmitted to the output member as torque in the negative direction to reverse the vehicle. In addition, according to this vehicle drive device, the vehicle cannot move backward when the second rotating element of the differential gear device is fixed to the non-rotating member, and the vehicle is prevented from moving backward when starting on a slope. The so-called hill hold function can be easily realized.

Here, the said first one-way clutch separately, it is preferable to further comprises a third engagement means for selectively engaging or separating the said input member first rotating element.

In the above configuration of the vehicle drive device, with the first one-way clutch is traveling at a first forward driving mode that is implemented in a engaged state, even by reversing the direction of torque of the rotary electric machine the It is merely switched to the two forward drive mode, and regenerative braking that causes the rotating electrical machine to output torque in the direction opposite to the rotation direction to generate electric power cannot be executed. However, according to this configuration, by the third engagement device to the engaged state, it is possible to engage the input member and the first rotating element. As a result, even when the rotating electrical machine outputs torque in the direction opposite to the rotational direction, the torque of the rotating electrical machine can be transmitted to the drive wheels. Therefore, it is possible to execute regenerative braking in which the rotating electrical machine generates power and transmits torque in the deceleration direction (negative direction) to the drive wheels.

  Further, the rotating electric machine rotates in the negative direction and outputs a torque in the negative direction, whereby the first one-way clutch is engaged and the input member and the first rotating element are driven and connected. A first forward drive mode in which torque is transmitted as positive torque to the output member rotating in the positive direction; and the second one-way clutch by outputting positive torque while the rotating electric machine rotates in the positive direction. Is engaged, the input member and the third rotating element are drivingly connected, and the second forward drive mode in which the torque of the rotating electrical machine is transmitted as a positive torque to the output member rotating in the positive direction; Is preferably provided so as to be switchable.

  According to this configuration, the first forward drive mode and the second forward drive mode, which have different transmission gear ratios when the rotation of the rotating electrical machine is transmitted to the output member, are simply switched between the rotation of the rotating electrical machine and the direction of torque. It can be switched appropriately. Therefore, by switching between the first forward drive mode and the second forward drive mode according to the vehicle speed, a large torque can be transmitted to the drive wheels, and the torque of the rotating electrical machine can be transmitted to the drive wheels in a wide vehicle speed range. Can be run. In addition, such switching between the first forward drive mode and the second forward drive mode is realized by a simple configuration and control.

  In addition, the first engagement device is brought into the engaged state, and the rotating electrical machine outputs torque in a direction opposite to the rotation direction, whereby the torque of the rotating electrical machine is positive through the first engagement device. It is preferable that a regenerative mode that is transmitted as torque in the negative direction to the output member that rotates in the direction is executable.

According to this configuration, the regeneration mode can be appropriately executed using the first engagement device. Therefore, it is possible to appropriately perform regenerative braking in which the rotating electrical machine generates power and transmits torque in the deceleration direction (negative direction) to the drive wheels.
Further, the third engaging device is brought into the engaged state, and the rotating electric machine outputs torque in the direction opposite to the rotation direction, whereby the torque of the rotating electric machine is positive through the third engaging device. It is preferable that a regenerative mode that is transmitted as torque in the negative direction to the output member that rotates in the direction is executable.

  In addition, the second engagement device is released and the first engagement device is engaged, and when the rotating electrical machine outputs a negative torque, the first one-way clutch is engaged. It is preferable that all the rotating elements of the differential gear device rotate in an integrated manner, and that a reverse mode in which torque of the rotating electrical machine is transmitted as negative torque to the output member that rotates in the negative direction is executable. is there.

  According to this configuration, the reverse mode can be appropriately executed using the second engagement device and the first engagement device. Therefore, the drive wheel can be driven in the reverse direction (negative direction) by the rotating electric machine, so that the vehicle can be appropriately moved backward.

  The output member is drivingly connected to the third rotating element of the differential gear device, and the rotation of the first rotating element is decelerated and transmitted to the output member, and the rotation of the third rotating element is also performed. It is preferable that the speed is transmitted to the output member at the same speed.

  According to this configuration, when the differential gear device has at least three rotating elements, the configuration of the vehicle drive device as described above can be appropriately realized. Further, according to this configuration, the transmission ratio of the rotation transmission path transmitted from the input member to the output member via the first one-way clutch and the first rotating element is such that the second one-way clutch and the third rotating element are transferred from the input member. It becomes large compared with the gear ratio of the transmission path of the rotation transmitted to the output member. In this case, the first forward drive mode is the low speed mode, and the second forward drive mode is the high speed mode.

  In addition to the first rotating element, the second rotating element, and the third rotating element, the differential gear device includes the intermediate rotating element as another rotating element, and the output member is Drive-coupled to the intermediate rotation element, the rotation of the first rotation element is shifted at a first transmission ratio and transmitted to the output member, and the rotation of the third rotation element is transmitted from the first transmission ratio. It is preferable to adopt a configuration in which the gear is shifted with a small second gear ratio and transmitted to the output member.

  According to this configuration, when the differential gear device has at least four rotating elements, the configuration of the vehicle drive device as described above can be appropriately realized. Further, according to this configuration, the transmission ratio of the rotation transmission path transmitted from the input member to the output member via the first one-way clutch and the first rotating element is such that the second one-way clutch and the third rotating element are transferred from the input member. It becomes large compared with the gear ratio of the transmission path of the rotation transmitted to the output member. In this case, the first forward drive mode is the low speed mode, and the second forward drive mode is the high speed mode.

Another characteristic configuration of the vehicle drive device according to the present invention includes a rotating electrical machine, an input member that is drivingly connected to the rotor of the rotating electrical machine, an output member that is drivingly connected to the driving wheel, and at least the order of rotational speed. A differential gear device having three rotation elements, a first rotation element, a second rotation element, and a third rotation element; a first one-way clutch; and a second one-way clutch, wherein the input member includes the first rotation element The first rotating element is selectively driven and connected to the first rotating element via a one-way clutch, and the second rotating element is non-rotatably selectively connected to the third rotating element via the second one-way clutch. It is selectively fixed to the member, the rotary electric machine and the input member the first one-way clutch is engaged by outputting the negative torque direction while rotating in the negative direction and the first rotating element A first forward drive mode that is drive-coupled and the torque of the rotating electric machine is transmitted as positive torque to the output member that rotates in the positive direction, and outputs the positive torque while the rotating electric machine rotates in the positive direction. By doing so, the second one-way clutch is engaged, the input member and the third rotating element are drivingly connected, and the torque of the rotating electrical machine is transmitted as positive torque to the output member rotating in the positive direction. Between the second forward drive mode and the second forward drive mode, the transmission ratio of the rotation of the rotating electrical machine being transmitted to the output member in the first forward drive mode, and the rotary electrical machine in the second forward drive mode. of rotation is set so that the gear ratios are different at the time of being transmitted to the output member, and the second one-way clutch is alternatively the input member and the third rotating element A first engagement device that selectively engages or disengages, and a second engagement device that selectively fixes or separates the second rotating element with respect to the non-rotating member. The first engagement device is brought into the engagement state with the device in the released state, and the rotating electric machine outputs a negative torque so that the first one-way clutch is engaged and all the differential gear devices are the rotating element in a state of rotating integrally, in that the torque of the rotary electric machine Ru with viable the backward mode is transmitted as a negative direction of torque to the output member rotating in the negative direction.

According to this characteristic configuration, the first forward drive mode and the second forward drive mode, which have different speed ratios when the rotation of the rotating electrical machine is transmitted to the output member, are simply switched between the direction of rotation and torque of the rotating electrical machine. Can be switched as appropriate. Here, the higher one of the first forward drive mode and the second forward drive mode is the lower speed mode suitable for use in a situation where a higher driving force is required in the low vehicle speed range, and the lower gear ratio. However, this is a high-speed mode suitable for use in situations where high driving force is not required at high vehicle speeds. Therefore, by switching between the first forward drive mode and the second forward drive mode according to the vehicle speed and the required driving force, a large torque can be transmitted to the drive wheels as necessary and the rotating electrical machine can be operated in a wide vehicle speed range. This torque can be transmitted to the drive wheels to drive the vehicle. Further, according to this characteristic configuration, switching between the first forward drive mode and the second forward drive mode can be performed only by reversing the direction of rotation and torque of the rotating electrical machine. Therefore, separate power is not required to switch the engagement state like a hydraulic clutch, etc., and a forward two-stage shift is realized with a simple configuration using a rotating electrical machine as a vehicle driving force source and two one-way clutches. can do. Therefore, it becomes easy to simplify and miniaturize the vehicle drive device and improve the efficiency.
Further, according to this configuration, since the second rotating element of the differential gear device can be selectively separated from the non-rotating member, the output member and the drive wheel are allowed to rotate in the negative direction. Then, by engaging the input member and the third rotating element with the first engaging device, and outputting the negative torque to the rotating electrical machine, the first one-way clutch is engaged and all of the differential gear devices are engaged. A reverse mode in which the rotating element integrally rotates and the torque of the rotating electrical machine is transmitted to the output member as a negative torque to reverse the vehicle can be appropriately realized. Therefore, the drive wheel can be driven in the reverse direction (negative direction) by the rotating electric machine, so that the vehicle can be appropriately moved backward.

Here, the pre-Symbol first engagement device as well as the engaged state, by the rotating electrical machine output in the opposite direction of the torque and the rotational direction, through the first engaging device, the torque of the rotating electrical machine It is preferable that a regenerative mode that is transmitted as negative torque to the output member that rotates in the positive direction is executable.

According to this configuration, by the first engagement device and the engaged state, it is possible to engage the input member and the third rotating element. Then, by causing the rotating electrical machine to output torque in the direction opposite to the rotating direction, the torque of the rotating electrical machine can be transmitted as negative torque to the output member rotating in the positive direction via the first engagement device. . Therefore, it is possible to appropriately execute the regenerative mode in which the rotating electrical machine generates power and transmits the torque in the deceleration direction (negative direction) to the drive wheels.

In addition to the first one-way clutch, a third engagement device that selectively engages or separates the input member and the first rotation element is further provided, and the third engagement device is in an engaged state. In addition, when the rotating electrical machine outputs torque in a direction opposite to the rotating direction, the torque of the rotating electrical machine is applied as a negative torque to the output member that rotates in the positive direction via the third engagement device. It is preferable that the regenerative mode transmitted is provided to be executable .

According to this structure, an input member and a 1st rotation element can be engaged by making a 3rd engagement apparatus into an engagement state. Then, by causing the rotating electrical machine to output torque in the direction opposite to the rotational direction, the torque of the rotating electrical machine can be transmitted as negative torque to the output member that rotates in the positive direction via the third engagement device. . Therefore, it is possible to appropriately execute the regenerative mode in which the rotating electrical machine generates power and transmits the torque in the deceleration direction (negative direction) to the drive wheels.

1 is a skeleton diagram illustrating a configuration of a vehicle drive device according to a first embodiment of the present invention. It is a mimetic diagram showing a schematic structure of a drive device carried in vehicles concerning a first embodiment. It is a block diagram which shows the structure of the control system of the vehicle drive device which concerns on 1st embodiment. It is an operation | movement table showing the state in each mode of each part of the vehicle drive device which concerns on 1st embodiment. It is a velocity diagram of the differential gear apparatus with which the vehicle drive device which concerns on 1st embodiment is provided. It is a velocity diagram of the differential gear apparatus with which the vehicle drive device which concerns on 1st embodiment is provided. It is a figure which shows the executable area | region of each mode which concerns on 1st embodiment. It is a skeleton figure which shows the structure of the vehicle drive device which concerns on 2nd embodiment of this invention. It is a velocity diagram of the differential gear apparatus with which the vehicle drive device which concerns on 2nd embodiment is provided. It is a velocity diagram of the differential gear apparatus with which the vehicle drive device which concerns on 2nd embodiment is provided. It is a schematic diagram which shows schematic structure of the vehicle drive device mounted in the vehicle which concerns on other embodiment of this invention. It is a schematic diagram which shows schematic structure of the drive device mounted in the vehicle which concerns on other embodiment of this invention.

1. First Embodiment First, a first embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the vehicle drive device 1 according to the present invention includes a rotating electrical machine MG as a driving force source, and drives the vehicle 3 by transmitting the driving force of the rotating electrical machine MG to the drive wheels W1. It is. The vehicle drive device 1 is characterized in that a forward two-stage shift can be realized by simply reversing the direction of rotation and torque of the rotating electrical machine MG with a simple configuration using the two one-way clutches F1 and F2. have. In the present embodiment, as shown in FIG. 2, two vehicle drive devices 1 are mounted on one vehicle 3 and configured to drive each of the two drive wheels W1. More specifically, the vehicle 3 is equipped with a right driving device 1R for driving the right driving wheel W1R and a left driving device 1L for driving the left driving wheel W1L as the vehicle driving device 1. Here, the two driving wheels W1 are preferably a right rear wheel and a left rear wheel, or a right front wheel and a left front wheel. In the present embodiment, the vehicle 3 is not provided with a drive device other than the vehicle drive device 1, and is thus configured as an electric vehicle that travels using the rotating electrical machine MG as a drive force source.

  FIG. 1 is a skeleton diagram showing the configuration of the vehicle drive device 1 according to the present embodiment, but omits the lower half configuration symmetrical to the respective axes of the first output member O1 and the second output member O2. Show. Hereinafter, the configuration of each part of the vehicle drive device 1 will be described in detail. The right driving device 1R and the left driving device 1L are exactly the same except that the configuration of each part is mirror-symmetric with respect to the center in the width direction of the vehicle 3, and therefore it is not necessary to distinguish between them in the following. As long as it is described simply as the vehicle drive device 1.

1-1. First, a mechanical configuration of each part of the vehicle drive device 1 will be described. As shown in FIG. 1, the vehicle drive device 1 includes a rotating electrical machine MG, an input member I that is drivingly connected to the rotor Ro of the rotating electrical machine MG, an output member O that is drivingly connected to the driving wheels W1, A differential gear device DG, a first one-way clutch F1, a second one-way clutch F2, a clutch device C, and a brake device B are provided. Each configuration of the vehicle drive device 1 is housed in a case CS as a non-rotating member fixed to the vehicle 3. In the present embodiment, the input member I is drivingly connected to rotate integrally with the rotor Ro, and the output member O is drivingly connected to rotate integrally with the driving wheel W1.

  The rotating electrical machine MG includes a stator St fixed to the case CS and a rotor Ro that is rotatably supported on the radially inner side of the stator St. The rotor Ro of the rotating electrical machine MG is drivingly connected so as to rotate integrally with the input member I. Although not shown, the input member I is rotatably supported by the case CS via a bearing, and is configured as a support member that rotatably supports the rotor Ro with respect to the case CS. The input member I is selectively connected to the sun gear S of the differential gear unit DG via the first one-way clutch F1, and the first output member O1 and the differential gear unit DG via the second one-way clutch F2. The ring gear RI is selectively driven and connected. Here, the first one-way clutch F1 and the second one-way clutch F2 are arranged in parallel so as to be adjacent to each other in the axial direction, and the input member I is arranged in the vicinity of the radially inner end portion in the first one-way clutch F1 and the second one-way clutch. Drive-coupled so as to rotate integrally with each outer ring of the clutch F2.

  In the present embodiment, the differential gear device DG includes three rotating elements. Here, the differential gear device DG is configured by a set of single pinion type planetary gear mechanisms. Specifically, the differential gear device DG includes a sun gear S, a ring gear RI, a plurality of pinion gears P that mesh with both the sun gear S and the ring gear RI, and a carrier CA that supports the plurality of pinion gears P. Yes. The order of the rotational speeds of the three rotating elements of the differential gear device DG is the order of the sun gear S, the carrier CA, and the ring gear RI.

  The sun gear S is selectively connected to the input member I via the first one-way clutch F1. The carrier CA is selectively fixed to the case CS via the brake device B. Ring gear RI is selectively drivingly connected to input member I via second one-way clutch F2. The ring gear RI is also selectively driven and connected to the input member I by a clutch device C that operates independently of the second one-way clutch F2. Further, the first output member O1 is drivingly connected to the ring gear RI so as to rotate integrally. A second output member O2 is drivingly connected to the first output member O1 via a counter deceleration mechanism CG. Therefore, the ring gear RI is drivingly connected to the first output member O1 and is connected to the second output member O2 via the counter reduction mechanism CG. The second output member O2 is drivingly connected to the driving wheel W1. In the present embodiment, both the first output member O1 and the second output member O2 correspond to the output member O in the present invention. Therefore, in this embodiment, the sun gear S corresponds to the first rotating element E1 in the present invention, the carrier CA corresponds to the second rotating element E2 in the present invention, and the ring gear RI corresponds to the third rotating element E3 in the present invention. To do. That is, in this embodiment, the output member O is drivingly connected to the third rotating element E3 of the differential gear device DG. The input member I that is drivingly connected to the rotor Ro of the rotating electrical machine MG is selectively connected to the sun gear S of the differential gear device DG via the first one-way clutch F1, and the second one-way clutch F2 or It is selectively driven and connected to the ring gear RI of the differential gear device DG via the clutch device C.

  In this differential gear device DG, the rotation of the sun gear S as the first rotation element E1 is the first output member so that the gear ratios of two forward drive modes (forward low speed mode and forward high speed mode) described later are different. The transmission gear ratio when transmitted to O1 and the transmission gear ratio when the rotation of the ring gear RI as the third rotating element E3 is transmitted to the first output member O1 are set to be different. Here, the gear ratio when the rotation of the sun gear S is transmitted to the first output member O1 is set to be larger than the gear ratio when the rotation of the ring gear RI is transmitted to the first output member O1. Yes. More specifically, in the differential gear device DG, as described above, the ring gear RI is drivingly connected so as to rotate integrally with the first output member O1. Therefore, the rotation of the ring gear RI is transmitted to the output member O at the same speed. On the other hand, in a state where the carrier CA as the second rotating element E2 is fixed to the case CS by the brake device B, the rotation of the sun gear S is decelerated and transmitted to the output member O. As shown in FIG. 5, the ratio of the number of teeth of the sun gear and the number of teeth of the ring gear constituting the planetary gear mechanism is the ratio of the number of teeth of the planetary gear mechanism (= [number of teeth of the sun gear] / [number of teeth of the ring gear]). Then, the transmission gear ratio when the rotation of the sun gear S is transmitted to the output member O is equal to the reciprocal “1 / λ” of the gear ratio λ of the planetary gear mechanism constituting the differential gear device DG. Naturally, the tooth number ratio λ is set to be less than “1” (λ <1).

  The clutch device C is a device that selectively engages or separates the input member I and the ring gear RI of the differential gear device DG separately from the second one-way clutch F2. In the present embodiment, the ring gear RI is drivingly coupled so as to rotate integrally with the first output member O1, and therefore, when the clutch device C is engaged, the input member I is irrespective of the engaged state of the second one-way clutch F2. Is driven and connected to rotate integrally with the ring gear RI and the first output member O1. On the other hand, in the released state of the clutch device C, whether or not the input member I, the ring gear RI, and the first output member O1 are drivingly connected is determined by the engaged state of the second one-way clutch F2. This clutch device C corresponds to the first engagement device in the present invention. In the present embodiment, an electromagnetic clutch device is used as the clutch device C. Here, the electromagnetic clutch device is a device that performs engagement or release of the clutch by an electromagnetic force generated by an electromagnet.

  The brake device B is a device that selectively fixes or separates the carrier CA of the differential gear device DG to a case CS as a non-rotating member. That is, the carrier CA is fixed to the case CS when the brake device B is engaged, and the carrier CA is separated from the case CS when the brake device B is released. The brake device B corresponds to the second engagement device in the present invention. In this embodiment, a meshing engagement device is used as the brake device B. Here, the meshing engagement device is a device that fixes the carrier CA to the case CS by meshing the meshing portion on the case CS side with the meshing portion on the carrier CA side. And a device that does not require an engaging force such as electromagnetic force. As such a meshing engagement device, for example, a mechanism similar to a parking lock mechanism of an automatic transmission, a dog clutch, or the like is preferably used. As will be described later, the brake device B is engaged when the vehicle 3 moves forward, and is released when the vehicle 3 moves backward. Therefore, switching of the engaged state basically results in the vehicle 3 having a vehicle speed of zero. Only when the forward / reverse switching is performed, it is not necessary to switch the engagement state while the vehicle 3 is traveling. Therefore, there is no particular inconvenience even if a meshing engagement device is used as the brake device B.

  The first one-way clutch F1 restricts the input member I from rotating relative to the sun gear S in the negative direction and allows the input member I to rotate relative to the positive direction between the input member I and the sun gear S. Is provided. The second one-way clutch F2 restricts the input member I from rotating relative to the ring gear RI in the positive direction and allows the input member I to rotate relative to the negative direction between the input member I and the ring gear RI. Is provided. Accordingly, as indicated by a solid line “◯” and an arrow in FIG. 5, when the rotating electrical machine MG rotates in the negative direction and outputs a negative torque TM, the input member I is negative with respect to the sun gear S. The first one-way clutch F1 is engaged so as to rotate relative to the direction, and the rotating electrical machine MG and the input member I are drivingly coupled so as to rotate integrally with the sun gear S. At this time, since the rotational speeds of the rotating electrical machine MG and the input member I are lower than the rotational speed of the ring gear RI (become negative), the second one-way clutch F2 is in a released state. On the other hand, as indicated by the broken line “◯” and the arrow in FIG. 5, when the rotating electrical machine MG rotates in the forward direction and outputs the torque TM in the forward direction, the input member I is in the forward direction with respect to the ring gear RI. When the second one-way clutch F2 is engaged, the rotary electric machine MG and the input member I are drivingly coupled so as to rotate integrally with the ring gear RI. At this time, since the rotational speeds of the rotating electrical machine MG and the input member I are higher than the rotational speed of the sun gear S (on the positive side), the first one-way clutch F1 is released. As these one-way clutches, for example, various known types such as a roller type and a sprag type can be used.

  In the present embodiment, the first output member O1 that rotates integrally with the ring gear RI is drivingly connected to the second output member O2 and the drive wheels W1 via the counter reduction mechanism CG. Here, the counter reduction mechanism CG includes a first gear G1 that is drivingly connected to rotate integrally with the first output member O1, and a second gear G2 that is drivingly connected to rotate integrally with the second output member O2. It has. The first gear G1 has a smaller diameter and a smaller number of teeth than the second gear G2. Thereby, the counter deceleration mechanism CG decelerates the rotation of the ring gear RI and the first output member O1 and transmits it to the second output member O2. In the present embodiment, the second output member O2 is drivingly connected so as to rotate integrally with the driving wheel W1. According to such a configuration of the vehicle drive device 1 according to the present embodiment, the first output member O1 is eccentric in the radial direction with respect to the second output member O2 that is coaxial with the rotation shaft of the drive wheel W1, and is parallel to the first output member O1. Will be placed. Thereby, the rotating electrical machine MG and the differential gear device DG are also arranged at positions eccentric with respect to the rotation shaft of the drive wheel W1. In such an arrangement, when the vehicle drive device 1 is mounted in a position close to the drive wheel W1 in the actual vehicle 3, the vehicle drive is avoided by avoiding members such as the suspension arm and the knuckle that support the drive wheel W1. There is an advantage that it is easy to arrange the device 1. It is one of preferred embodiments of the present invention that the counter speed reduction mechanism CG is not provided. In this case, the first output member O1 can be driven and connected so as to rotate integrally with the drive wheel W1 as the output member O.

  As will be described in detail later, the brake device B is engaged when the vehicle 3 moves forward. In this state, when the rotating electrical machine MG outputs a negative torque and rotates in the negative direction, the first one-way clutch F1 is engaged, and the negative torque of the rotating electrical machine MG is reversed by the differential gear device DG. The first forward drive mode in which the drive wheel W1 is driven in the positive direction (forward direction) is transmitted to the output member O as the positive direction torque. Further, from this state, when the rotating electrical machine MG outputs a positive torque and rotates in the positive direction, the second one-way clutch F2 is engaged, and the positive torque of the rotating electrical machine MG is output as it is as a positive torque. The second forward drive mode in which the drive wheel W1 is transmitted in the forward direction (forward direction) is transmitted to the member O. Here, in the first forward drive mode, the rotation of the rotating electrical machine MG is decelerated by the differential gear device DG and transmitted to the first output member O1, but in the second forward drive mode, the rotation of the rotating electrical machine MG is the same speed. It is transmitted to the first output member O1 as it is. Therefore, in the present embodiment, the first forward drive mode realized with the first one-way clutch F1 engaged is the low-speed forward low-speed mode suitable for use in a situation where high driving force is required in the low vehicle speed range. The second forward drive mode realized in the engaged state of the second one-way clutch F2 is a high-speed forward high-speed mode suitable for use in a situation where a high driving force is not required at a high vehicle speed range. According to this vehicle drive device 1, in the state where the output member O is rotating in the forward direction, that is, in the forward movement state of the vehicle 3, the forward low speed mode and the forward movement can be achieved only by reversing the direction of rotation and torque of the rotating electrical machine MG. Two forward drive modes in the high speed mode can be switched.

  By the way, in the configuration of the first one-way clutch F1 and the second one-way clutch F2 as described above, the forward low-speed mode realized when the first one-way clutch F1 is engaged and the second one-way clutch F2 are engaged. Even if the direction of the torque of the rotating electrical machine MG is reversed while the vehicle is traveling in any one of the forward high speed modes realized as described above, it is only switched to the other mode. Regenerative braking for generating power by outputting torque in the opposite direction cannot be executed. Therefore, in this vehicle drive device 1, by setting the clutch device C to the engaged state, the input member I, the ring gear RI, and the first output member O1 also in the direction opposite to the direction of engagement of the second one-way clutch F2. Engage. As a result, while the rotating electrical machine MG is rotating in the positive direction, it is possible to output a torque in the negative direction opposite to that and transmit the torque of the rotating electrical machine MG to the drive wheels W1. Accordingly, a regenerative mode is realized in which regenerative braking is performed in which the rotating electrical machine MG generates power and transmits torque in the deceleration direction (negative direction) to the drive wheels W1.

  Further, in the configuration of the first one-way clutch F1 and the second one-way clutch F2 as described above, the input member I cannot have a rotational speed that is more negative than the sun gear S and more positive than the ring gear RI. Therefore, the input member I cannot rotate in the negative direction while the brake device B is in the engaged state, and the first output member O1 and the second output member O2 as the output member O, and the drive wheel W1. Is also restricted from rotating in the negative direction, and the vehicle 3 cannot reverse. If this is used, a so-called hill hold function that prevents the vehicle 3 from moving backward when starting on a slope or the like can be easily realized without using the output of the rotating electrical machine MG. On the other hand, when the vehicle 3 moves backward, the brake device B is released and the carrier CA of the differential gear device DG is separated from the case CS. As a result, the output member O and the drive wheel W1 are allowed to rotate in the negative direction, and the vehicle 3 can be moved backward. At this time, the clutch device C is engaged, and the rotating electrical machine MG outputs torque in the negative direction, thereby transmitting the torque in the reverse direction (negative direction) to the drive wheels W1 to reverse the vehicle 3 in reverse. The mode is realized.

1-2. Next, the configuration of the control system of the vehicle drive device 1 will be described. This control system is configured to integrally control both the right driving device 1R and the left driving device 1L. Therefore, as shown in FIG. 3, the control system controls both the right rotating electrical machine MGR included in the right driving device 1R and the left rotating electrical machine MGL included in the left driving device 1L, and the right clutch included in the right driving device 1R. The device CR and the right brake device BR, and the left clutch device CL and the left brake device BL included in the left drive device 1L are configured to be controlled. Here, the control system includes a main control unit 31 for controlling the vehicle drive device 1. The main control unit 31 is connected to the right-side rotating electrical machine control unit 33, the left-side rotating electrical machine control unit 34, and the engagement control unit 35 in a state where mutual information transmission is possible.

  The right rotating electrical machine control unit 33 controls the right inverter 36 so that the right rotating electrical machine MGR outputs a desired rotational speed and torque. The left rotating electrical machine control unit 34 controls the left inverter 37 so that the left rotating electrical machine MGL outputs a desired rotational speed and torque. The engagement control unit 35 includes a clutch switching mechanism for switching the engagement state of the right clutch device CR included in the right drive device 1R and the left clutch device CL included in the left drive device 1L. Based on the control command, the engagement or release of the right clutch device CR and the left clutch device CL is controlled. Here, since the right clutch device CR and the left clutch device CL are composed of electromagnetic clutch devices, the clutch switching mechanism is a mechanism for controlling the electromagnetic force of the electromagnet. The engagement control unit 35 includes a brake switching mechanism for switching the engagement state of the right brake device BR provided in the right drive device 1R and the left brake device BL provided in the left drive device 1L. The engagement or release of the right brake device BR and the left brake device BL is controlled based on the control command from.

  The right rotating electrical machine MGR is electrically connected to the battery 38 via the right inverter 36, and the left rotating electrical machine MGL is electrically connected to the battery 38 via the left inverter 37, respectively. The right-side rotating electrical machine MGR and the left-side rotating electrical machine MGL each function as a motor (electric motor) that generates power by receiving power supply, and as a generator (generator) that generates power by receiving power supply. It is possible to fulfill the function. As will be described later, the right rotating electrical machine MGR and the left rotating electrical machine MGL function as a motor or a generator according to the relationship between the rotation direction and the torque direction, respectively. When the right rotating electrical machine MGR and the left rotating electrical machine MGL function as generators, the generated electric power is supplied to the battery 38 and charged. Further, when the right rotating electrical machine MGR and the left rotating electrical machine MGL function as motors, they are powered by the supply of electric power charged in the battery 38. The operation control of the right rotating electrical machine MGR is performed via the right rotating electrical machine control unit 33 and the right inverter 36 in accordance with a control command from the main control unit 31, and the operation control of the left rotating electrical machine MGL is performed by the main control unit 31. Is performed via the left rotating electrical machine control unit 34 and the left inverter 37. Note that the battery 38 is an example of a power storage device, and other power storage devices such as a capacitor may be used, or a plurality of types of power storage devices may be used in combination.

  The main control unit 31 is configured to be able to acquire information from sensors and the like provided in each part of the vehicle 3 in order to acquire information of each part of the vehicle 3 on which the vehicle drive device 1 is mounted. . In the illustrated example, the main control unit 31 includes a right rotating electrical machine rotation sensor Se1, a left rotating electrical machine rotation sensor Se2, a vehicle speed sensor Se3, a battery state detection sensor Se4, an accelerator operation detection sensor Se5, a brake operation detection sensor Se6, and a shift position. Information from the detection sensor Se7 can be acquired. The right rotating electrical machine rotation sensor Se1 and the left rotating electrical machine rotation sensor Se2 are sensors that detect the rotational speeds of the right rotating electrical machine MGR and the left rotating electrical machine MGL, respectively. The vehicle speed sensor Se3 is a sensor that detects the vehicle speed by detecting the rotation speed of a wheel such as the drive wheel W1 or a member that rotates at a speed proportional to the wheel. The battery state detection sensor Se4 is a sensor for detecting a state such as a charge amount of the battery 38, and includes, for example, a voltage sensor or a current sensor. The accelerator operation detection sensor Se5 is a sensor for detecting the operation amount of the accelerator pedal 46. The brake operation detection sensor Se6 is a sensor for detecting an operation amount of the brake pedal 47 that is interlocked with a wheel brake (not shown). The shift position detection sensor Se7 is a sensor for detecting the selected position of the shift lever 48 of the vehicle 3.

  The main control unit 31 selects an appropriate operation mode using information acquired by the sensors Se1 to Se7. The main control unit 31 controls the drive state of the right rotating electrical machine MGR and the left rotating electrical machine MGL via the right rotating electrical machine control unit 33 and the left rotating electrical machine control unit 34, or the right side via the engagement control unit 35. By controlling the engagement state of the clutch device CR and the left clutch device CL, and the right brake device BR and the left brake device BL, the right drive device 1R and the left drive device 1L are controlled to operate in the selected operation mode. To do. In addition, the main control unit 31 performs coordinated control of the operation state of the right drive device 1R and the operation state of the left drive device 1L, so that the vehicle 3 can travel appropriately according to the selected operation mode. Control the running state.

  In the present embodiment, the main control unit 31 includes a battery state detection unit 41, a mode selection unit 42, and an operation control unit 43 as functional units for executing various controls related to the vehicle drive device 1. Each of these functional units included in the main control unit 31 is a hardware or software function unit for performing various processes on input data using an arithmetic processing unit such as an MPU (Micro Processing Unit) as a core member. Software (program) or both. The main control unit 31 includes a storage unit 44, and a control map 45 used for determining an operation mode according to the state of each unit of the vehicle is stored in the storage unit 44.

  The battery state detection unit 41 estimates and detects a battery state such as a charge amount of the battery 38 based on information such as a voltage value and a current value output from the battery state detection sensor Se4. Here, the battery charge amount is generally called an SOC (state of charge), and is obtained, for example, as the ratio of the remaining charge to the charge capacity of the battery 38.

  The mode selection unit 42 selects an appropriate operation mode according to the control map 45 according to the state of each part of the vehicle. In the present embodiment, the mode selection unit 42 includes the vehicle 3 such as the required driving force, the vehicle speed, the rotational speed of the rotating electrical machine MG (the right rotating electrical machine MGR and the left rotating electrical machine MGL), the battery charging state, the selected position of the shift lever 48, and the like. Depending on the driving conditions, an appropriate operation mode is selected from the four operation modes described later. The contents of each operation mode will be described later in detail. Here, the requested driving force is a value representing the driving force (torque) requested by the driver for the vehicle 3, and based on outputs from the accelerator operation detection sensor Se5 and the brake operation detection sensor Se6, the mode selection unit. 42 calculates and obtains. The vehicle speed is detected by a vehicle speed sensor Se3. In addition to the above, it is also preferable to use various conditions such as the temperature of the rotating electrical machine MG, the oil temperature, the cooling water temperature, and the like as the running conditions referred to when selecting the mode.

  The operation control unit 43 controls the driving state of the right rotating electrical machine MGR and the left rotating electrical machine MGL according to the operation mode selected by the mode selecting unit 42, or the right clutch device CR, the left clutch device CL, and the right brake. The engagement state of the device BR and the left brake device BL is controlled. Here, the rotational speed and torque of each rotating electrical machine MGR, MGL are controlled as the drive states of the right rotating electrical machine MGR and the left rotating electrical machine MGL. Thus, the right driving device 1R and the left driving device 1L are controlled so as to operate appropriately in the selected operation mode.

1-3. Operation Mode of Vehicle Drive Device Next, operation modes that can be realized by the vehicle drive device 1 according to the present embodiment will be described. FIG. 4 is an operation table showing the engagement states of the engagement elements F1, F2, C, and B in each mode and the directions of the torque TM and the rotation speed RM as the operation state of the rotating electrical machine MG. In FIG. 4, “◯” indicates that each engaging element is in an engaged state, and “X” indicates that each engaging element is in a released (disengaged) state. In FIG. 4, “+” indicates that the torque TM or the rotational speed RM of the rotating electrical machine MG is in the positive direction, and “−” indicates that the torque TM or the rotational speed RM of the rotating electrical machine MG is in the negative direction. Show. As shown in FIG. 4, in the present embodiment, the vehicle drive device 1 includes four modes of “advance low speed”, “advance high speed”, “regeneration”, and “reverse drive” in a switchable manner.

  5 and 6 show velocity diagrams of the differential gear device DG included in the vehicle drive device 1, FIG. 5 is a velocity diagram in the forward low speed mode and the forward high speed mode, and FIG. The speed diagrams in the reverse mode are respectively shown. 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 differential gear device DG, that is, the sun gear S, the carrier CA, and the ring gear RI. The interval between the vertical lines corresponding to each rotating element corresponds to the gear ratio λ (= [number of teeth of the sun gear] / [number of teeth of the ring gear]) of the planetary gear mechanism constituting the differential gear device DG. Yes. The tooth number ratio λ is shown in the lower part of FIG. The tooth number ratio λ is appropriately set according to the characteristics of the rotating electrical machine MG, the vehicle 3, and the like.

  In FIG. 5, a straight line L1 indicates the operating state of the differential gear device DG in the forward low speed mode and the forward high speed mode. In FIG. 6, a solid line L2 indicates the operating state of the differential gear device DG in the regenerative mode, and a broken line L3 indicates the operating state of the differential gear device DG in the reverse mode. In these speed diagrams, “◯” represents the rotational speed of the rotating electrical machine MG (MG rotational speed RM), “☆” represents the rotational speed of the output member O, and “×” represents the carrier CA in the case CS by the brake device B. Each of the fixed states is shown. In addition, the arrows arranged adjacent to the points indicating the rotational speeds of the respective rotating elements in these velocity diagrams indicate the directions of torques acting on the respective rotating elements during traveling in the respective operation modes, and the upward arrows are correct. The torque in the direction is represented, and the downward arrow represents the torque in the negative direction. An arrow with “TM” is the MG torque TM transmitted from the rotating electrical machine MG to the sun gear S or the ring gear RI, and an arrow with “TO” is the traveling torque TO transmitted from the output member O to the ring gear RI. Is shown. In FIG. 5, the MG rotation speed RM and the MG torque TM in the forward high speed mode are indicated by a broken line “◯” or an arrow in order to distinguish the forward low speed mode from the forward high speed mode.

  Here, both the forward low speed mode and the forward high speed mode are modes that are selected when the vehicle 3 is moving forward. In the forward low speed mode, the rotating electrical machine MG outputs the negative MG torque TM. Therefore, in the forward high speed mode, the rotating electrical machine MG outputs the positive direction MG torque TM, so that the output rotating in the positive direction is transmitted to the output member O rotating in the positive direction. The torque in the positive direction is transmitted to the member O. Further, the forward low speed mode and the forward high speed mode are set so that the transmission gear ratio when the rotation of the rotating electrical machine MG is transmitted to the output member O is different, and the forward low speed mode has a higher speed ratio. It is set to be larger than the transmission ratio. The regeneration mode is a mode that is selected in a state where the vehicle 3 is moving forward, and the rotating electrical machine MG outputs torque in the direction opposite to the rotating direction, whereby negative torque is applied to the output member O that rotates in the positive direction. To communicate. The reverse mode is a mode that is selected in a state where the vehicle 3 is moving backward, and when the rotating electrical machine MG outputs the negative MG torque TM, negative torque is applied to the output member O that rotates in the negative direction. introduce.

  Each of these operation modes is selected by the mode selection unit 42 of the main control unit 31, and switching to the selected mode is performed based on a control command from the operation control unit 43 of the main control unit 31. The state (MG torque TM and MG rotation speed RM) is controlled, or the engagement state of the clutch device C and the brake device B is controlled. Hereinafter, the operation state of the vehicle drive device 1 in each operation mode will be described in detail. In the present embodiment, as described above, since the input member I rotates integrally with the rotor Ro of the rotating electrical machine MG, the rotational speed of the input member I matches the MG rotational speed RM. Therefore, hereinafter, the rotational speeds of the input member I and the rotary electric machine MG will be described simply as “MG rotational speed RM”.

1-4. Forward Low Speed Mode In the forward low speed mode, the first one-way clutch F1 is engaged by outputting negative torque (MG torque TM <0) while the rotating electrical machine MG rotates in the negative direction (MG rotational speed RM <0). In this mode, the input member I and the sun gear S are drivingly connected, and the torque of the rotating electrical machine MG is transmitted to the output member O rotating in the positive direction as the torque in the positive direction. The speed ratio when the rotation of the rotating electrical machine MG is transmitted to the output member O in the forward low speed mode is set to be larger than the speed ratio in the forward high speed mode. Here, the rotation of the rotating electrical machine MG is decelerated. It is transmitted to the output member O. Therefore, in this forward low speed mode, the differential gear device DG decelerates the rotational speed (MG rotational speed RM) of the rotating electrical machine MG and transmits it to the output member O and outputs the output torque (MG torque TM) of the rotating electrical machine MG. It functions as a speed reducer for amplifying and transmitting to the output member O. Further, the differential gear device DG also functions as a rotation direction reversing device that reverses the direction of rotation and torque of the rotating electrical machine MG and transmits it to the output member O. In this forward low speed mode, the rotating electrical machine MG functions as a motor.

  As shown in FIGS. 4 and 5, in the forward low speed mode, the brake device B is engaged, the MG rotation speed RM is negative (RM <0), and the MG torque TM is negative (TM <0). . When the MG torque TM becomes negative, the MG rotation speed RM decreases, and even when it coincides with the rotation speed of the sun gear S, it attempts to decrease further in the negative direction. As a result, the input member I tries to rotate relative to the sun gear S in the negative direction, and the first one-way clutch F1 is engaged. FIG. 5 shows the MG rotation speed RM in this forward low speed mode as “RMA”. At this time, the rotational speed of the ring gear RI is higher than the MG rotational speed RM (RMA) (on the positive side). That is, the input member I is in a state of rotating in the negative direction relative to the ring gear RI, and the second one-way clutch F2 is in a released state. Therefore, in the forward low speed mode, the rotating electrical machine MG and the input member I are in a drivingly coupled state so as to rotate integrally with the sun gear S via the first one-way clutch F1.

  As described above, the order of the rotational speeds of the three rotating elements of the differential gear device DG is the order of the sun gear S, the carrier CA, and the ring gear RI. In this forward low speed mode, the carrier CA that is intermediate in the order of the rotational speed is fixed to the case CS via the brake device B, and the sun gear S that is one side in the order of the rotational speed is connected via the first one-way clutch F1. The ring gear RI on the other side in the order of the rotation speed is drivingly connected so as to rotate integrally with the first output member O1. Accordingly, the rotation of the rotating electrical machine MG and the direction of the torque are reversed and transmitted to the first output member O1. Since the gear ratio λ of the differential gear device DG is less than 1 (λ <1), in the forward low speed mode, the rotational speed RM (RMA) of the rotating electrical machine MG is decelerated by the differential gear device DG. The torque TA is amplified and transmitted to the first output member O1. Specifically, in the forward low speed mode, the MG rotation speed RM is reduced to λ times and transmitted to the first output member O1. Therefore, the MG torque TM is amplified 1 / λ times and transmitted to the first output member O1. The gear ratio from the rotary electric machine MG to the first output member O1 in this forward low speed mode is “1 / λ”.

  As described above, in the forward low speed mode, the MG torque TM can be amplified and transmitted to the first output member O1 by decelerating the MG rotation speed RM (RMA). Then, the MG rotation speed RM and the MG torque TM transmitted to the first output member O1 are further decelerated and amplified by the counter deceleration mechanism CG, and transmitted to the second output member O2 and the drive wheel W1. Therefore, the forward low speed mode is a mode suitable for use in a situation where a high driving force is required in a low vehicle speed range. Moreover, by providing such a forward low speed mode, the vehicle drive device 1 can reduce the size of the rotating electrical machine MG with respect to the magnitude of torque that can be transmitted to the drive wheels W1.

  By the way, in this forward low-speed mode, the MG rotation speed RM (RMA) is decelerated and transmitted to the first output member O1, so the MG rotation speed RM (RMA) is relatively relative to the rotation speed of the drive wheel W1. Get higher. Accordingly, as shown in FIG. 7, the vehicle speed range in which the vehicle drive device 1 executes the forward low speed mode is relatively low, and in the illustrated example, the vehicle speed is “0” or more and the first upper limit vehicle speed VL1 or less. Set to range. In a vehicle speed range higher than the first upper limit vehicle speed VL1, a forward high speed mode described later can be executed.

1-5. Forward high-speed mode In the forward high-speed mode, the second one-way clutch F2 is engaged by outputting positive direction torque (MG torque TM> 0) while the rotating electrical machine MG rotates in the positive direction (MG rotation speed RM> 0). In this mode, the input member I and the ring gear RI are drivingly connected, and the torque of the rotating electrical machine MG is transmitted to the output member O rotating in the positive direction as torque in the positive direction. The speed ratio when the rotation of the rotating electrical machine MG is transmitted to the output member O in the forward high speed mode is set to be smaller than the speed ratio in the forward low speed mode. Here, the rotation of the rotating electrical machine MG is the same speed ( It is transmitted to the first output member O1 with the gear ratio = 1). That is, as described above, the ring gear RI of the differential gear device DG is drivingly connected so as to rotate integrally with the first output member O1 that constitutes the output member O. Therefore, in the engaged state of the second one-way clutch F2. The input member I is driven and connected so as to rotate integrally with the first output member O1. Therefore, in the present embodiment, in the forward high speed mode, the input member I is drivingly connected to the output member O without going through the differential gear device DG, and the differential gear device DG is not substantially functional. In this forward high speed mode, the rotating electrical machine MG functions as a motor.

  As shown in FIGS. 4 and 5, in the forward high speed mode, the brake device B is engaged, the MG rotational speed RM is positive (RM> 0), and the MG torque TM is positive (TM> 0). . When the MG torque TM becomes positive, the MG rotation speed RM increases, and even if it matches the rotation speed of the ring gear RI, it tries to increase further in the positive direction. As a result, the input member I attempts to rotate relative to the ring gear RI in the positive direction, and the second one-way clutch F2 is engaged. FIG. 5 shows the MG rotation speed RM in this forward high speed mode as “RMB”. At this time, the rotational speed of the sun gear S is lower than the MG rotational speed RM (RMB) (on the negative side). That is, the input member I is in a state of rotating relative to the sun gear S in the positive direction, and the first one-way clutch F1 is in a released state. Therefore, in the forward high speed mode, as indicated by a broken line “◯” in FIG. 5, the rotating electrical machine MG and the input member I are drivingly connected to rotate integrally with the ring gear RI via the second one-way clutch F2. Become. Thus, in the forward high speed mode, the input member I and the first output member O1 are in a state of rotating integrally. Therefore, the gear ratio from the rotary electric machine MG to the first output member O1 in the forward high speed mode is “1”.

  As described above, in the forward high speed mode, the MG rotational speed RM (RMB) is transmitted to the first output member O1 at the same speed, and thus the MG torque TM is also transmitted to the first output member O1 as it is. Then, the MG rotation speed RM and the MG torque TM transmitted to the first output member O1 are decelerated and amplified by the counter deceleration mechanism CG and transmitted to the second output member O2 and the drive wheels W1. That is, the MG rotation speed RM (RMB) is decelerated in the drive transmission path from the rotating electrical machine MG to the drive wheel W1, but the gear ratio is smaller than that in the forward low speed mode described above. Therefore, the forward high speed mode is a mode suitable for use in a situation where a high driving force is not required at a high vehicle speed range. And as above-mentioned, this vehicle drive device 1 decelerates MG rotational speed RM (RMA) and transmits it to 1st output member O1, and MG rotational speed RM (RMB) at the same speed. By switching between the forward high speed mode transmitted to the first output member O1 as it is, the mode can be switched according to the vehicle speed and the required driving force, and a large torque can be transmitted to the drive wheels W1 as necessary. At the same time, the MG torque TM is transmitted to the drive wheels W1 in a wide vehicle speed range so that the vehicle 3 can travel appropriately.

  By the way, in this forward high speed mode, since the MG rotation speed RM (RMB) is transmitted to the first output member O1 at the same speed, the MG rotation speed RM (RMB) is set relative to the rotation speed of the drive wheel W1. Can be kept low. Therefore, as shown in FIG. 7, the vehicle speed range in which the vehicle drive device 1 executes the forward high speed mode is wider than the forward low speed mode described above. In the illustrated example, the vehicle speed is “0” or more and the first upper limit vehicle speed is It is set in the range below the second upper limit vehicle speed VL2 set higher than VL1. Both the first upper limit vehicle speed VL1 and the second drive upper limit vehicle speed VL2 are vehicle speeds determined according to the drive upper limit rotation speed of the rotating electrical machine MG and the gear ratio of the drive transmission path from the rotating electrical machine MG to the drive wheels W1. .

  As shown in FIGS. 4 and 5, switching from the forward low speed mode to the forward high speed mode is performed by inverting the direction of the MG torque TM from the negative direction to the positive direction while keeping the brake device B in the engaged state. This can be done by reversing the speed RM from negative to positive. That is, if the direction of the MG torque TM is reversed while traveling in the forward low speed mode, the rotational speed of each rotary element of the differential gear device DG remains substantially constant and the MG rotational speed RM becomes constant as shown in FIG. The rotational speed rises from the same rotational speed RMA as that of the sun gear S, and once the rotational speed becomes “0”, the rotational direction is reversed to become the same rotational speed RMB as that of the ring gear RI. As a result, the first one-way clutch F1 is disengaged and the second one-way clutch F2 is engaged, and the rotor Ro of the rotating electrical machine MG is drivingly connected so as to rotate integrally with the ring gear RI. Similarly, switching from the forward high speed mode to the forward low speed mode can be performed by reversing the direction of the MG torque TM from the positive direction to the negative direction while keeping the brake device B in the engaged state. Therefore, according to this vehicle drive device 1, it is possible to freely switch between the forward low speed mode and the forward high speed mode only by controlling the MG torque TM output from the rotating electrical machine MG. At this time, the first one-way clutch F1 or the second one-way clutch F2 is merely engaged or disengaged in addition to changes in the torque and rotational speed (rotation direction) of the rotating electrical machine MG. Compared to a configuration in which mode switching is performed while absorbing differential rotation using an engagement clutch, brake, or the like, it is possible to reduce shock transmitted to the output member O and the drive wheel W1 during mode switching. .

  Further, in the present embodiment, at the moment when the first one-way clutch F1 or the second one-way clutch F2 is engaged in the mode switching during traveling as described above, the control for reducing the MG torque TM and the first one-way clutch F1 Alternatively, one or both of the controls for reducing the difference between the rotation element engaged through the second one-way clutch F2 and the MG rotation speed RM are performed. Thereby, the shock transmitted to the output member O and the drive wheel W1 at the time of mode switching can be further reduced.

1-6. Regenerative mode In the regenerative mode, the clutch device C is engaged, and the rotating electrical machine MG outputs torque in the direction opposite to the rotational direction, so that the torque of the rotating electrical machine MG becomes positive through the clutch device C. In this mode, the torque is transmitted to the rotating output member O as negative torque. In the present embodiment, the clutch device C is provided so as to selectively engage the input member I and the ring gear RI. Therefore, in this regenerative mode, the rotating electrical machine MG rotates in the positive direction (MG rotational speed RM> 0) while outputting negative torque (MG torque TM <0), thereby rotating the output member O rotating in the positive direction. Torque in the negative direction is transmitted to. Thus, in the regeneration mode, the input device I and the ring gear RI can be engaged regardless of the engagement direction of the second one-way clutch F2 by bringing the clutch device C into the engaged state. Therefore, even when the negative MG torque TM that is the opposite direction to the engagement direction of the second one-way clutch F2 is output while the rotating electrical machine MG is rotating in the positive direction, the MG torque TM is also output. Can be transmitted to the drive wheel W1. Accordingly, it is possible to execute regenerative braking in which the rotating electrical machine MG generates power and transmits torque in the deceleration direction (negative direction) to the drive wheels W1.

  In this regeneration mode, the transmission gear ratio when the rotation of the rotary electric machine MG is transmitted to the output member O is set smaller than the transmission gear ratio in the forward low speed mode, as in the forward high speed mode described above. The rotation of MG is transmitted to the first output member O1 with the same speed (speed ratio = 1). That is, as described above, the ring gear RI of the differential gear device DG is drivingly connected so as to rotate integrally with the first output member O1 that constitutes the output member O. Therefore, in the engaged state of the clutch device C, the input is performed. The member I is driven and connected so as to rotate integrally with the first output member O1. Therefore, in the present embodiment, in the regeneration mode, the input member I is drivingly connected to the output member O without going through the differential gear device DG, and the differential gear device DG is in a state that does not substantially function. In this regeneration mode, rotating electrical machine MG functions as a generator.

  As shown in FIGS. 4 and 6, in the regeneration mode, the clutch device C and the brake device B are engaged, the MG rotation speed RM is positive (RM> 0), and the MG torque TM is negative (TM <0). It is said. At this time, when the clutch device C is engaged, the rotating electrical machine MG and the input member I are driven to rotate integrally with the ring gear RI and the first output member O1, as indicated by a straight line L2 in FIG. The MG torque TM in the negative direction is coupled and transmitted to the first output member O1 that rotates in the positive direction. Thereby, torque in the negative direction (deceleration direction) is transmitted to the drive wheel W1 that rotates in the positive direction (forward direction) via the counter deceleration mechanism CG and the second output member O2. Thus, in the regeneration mode, the input member I and the first output member O1 are in a state of rotating integrally. Accordingly, as in the forward high speed mode described above, the gear ratio from the rotating electrical machine MG to the first output member O1 in the regeneration mode is “1”.

  As described above, in the regeneration mode, the MG rotation speed RM is transmitted to the first output member O1 at the same speed, and thus the MG torque TM is also transmitted to the first output member O1 as it is. Then, the MG rotation speed RM and the MG torque TM transmitted to the first output member O1 are decelerated and amplified by the counter deceleration mechanism CG and transmitted to the second output member O2 and the drive wheels W1. Accordingly, the speed ratio in the regeneration mode is the same as that in the forward high speed mode described above, and the speed ratio is smaller than that in the forward low speed mode. Therefore, in this regeneration mode, the absolute value of the rotational speed RM of the rotating electrical machine MG can be kept lower than the absolute value of the rotational speed RM (RMA) of the rotating electrical machine MG in the forward low speed mode. Thereby, a wide vehicle speed range in which regenerative braking can be performed can be secured. That is, as shown in FIG. 7, the vehicle speed range in which the vehicle drive device 1 executes the regeneration mode is wider than the forward low speed mode described above. In the illustrated example, the vehicle speed is “0” or more and the first upper limit vehicle speed VL1. It is set to a range not higher than the second upper limit vehicle speed VL2 set higher. Therefore, regenerative braking can be performed while suppressing excessive rotation of the rotating electrical machine MG even in a high vehicle speed range.

  As shown in FIGS. 4 to 6, the switching from the forward high speed mode to the regenerative mode is performed while the clutch device C is in the engaged state while the brake device B is in the engaged state, and the MG rotation speed RM is in the positive state. Thus, the direction of the MG torque TM can be reversed from the positive direction to the negative direction. That is, when the direction of the MG torque TM is reversed during traveling in the forward high speed mode, the second one-way clutch F2 is released, but when the clutch device C is engaged, the negative MG torque TM is output to the output member. O can be transmitted to O. Therefore, by causing the rotating electrical machine MG rotating in the positive direction to output the negative torque TM, the rotating electrical machine MG can generate power and transmit the torque in the deceleration direction (negative direction) to the drive wheels W1. In addition, switching from the forward low speed mode to the regeneration mode is performed by switching from the forward low speed mode to the forward high speed mode and then switching to the regeneration mode in the same manner as described above.

1-7. Reverse Mode In the reverse mode, the brake device B is released and the clutch device C is engaged, and the rotating electrical machine MG outputs torque in the negative direction (MG torque TM <0), whereby the first one-way clutch F1 Is engaged, and all the rotating elements of the differential gear device DG rotate together, and the torque of the rotating electrical machine MG is transmitted as negative torque to the output member O rotating in the negative direction. In this reverse mode, the rotating electrical machine MG functions as a motor. At this time, the differential gear device DG is in a state where all the three rotary elements rotate integrally at the same speed, and the rotation of the rotating electrical machine MG is transmitted to the first output member O1 while maintaining the same speed (speed ratio = 1). Is done. As described above, in the reverse mode, the input device I and the ring gear RI can be engaged regardless of the engagement direction of the second one-way clutch F2 by bringing the clutch device C into the engaged state. Therefore, even when a negative MG torque TM that is opposite to the direction of engagement of the second one-way clutch F2 is output, the MG torque TM can be transmitted to the ring gear RI and the first output member O1. it can. Accordingly, the negative MG rotation speed RM and the negative MG torque TM are transmitted to the output member O and the drive wheel W1, and the vehicle 3 can be moved backward by rotating the drive wheel W1 in the reverse direction (negative direction). .

  As shown in FIGS. 4 and 6, in the reverse mode, the brake device B is in the released state, the clutch device C is in the engaged state, the MG rotational speed RM is negative (RM <0), and the MG torque TM is negative (TM <0). When the clutch device C is engaged, the input member I and the ring gear RI are rotated together. Further, when the MG torque TM becomes negative, the MG rotation speed RM decreases and the input member I attempts to rotate relative to the sun gear S in the negative direction, so that the first one-way clutch F1 is engaged. . As a result, the sun gear S and the ring gear RI of the differential gear device DG are drivingly connected so as to rotate integrally with the input member I, so that all the rotating elements of the differential gear device DG rotate integrally. FIG. 6 shows the MG rotation speed RM in the reverse mode as “RMC”. When the vehicle 3 moves backward, torque as a running resistance acts on the output member O in the positive direction, and this torque acts on the ring gear RI as a running torque TO in the positive direction.

  As described above, due to the action of the first one-way clutch F <b> 1 and the second one-way clutch F <b> 2, the input member I cannot have a rotational speed that is more negative than the sun gear S and more positive than the ring gear RI. Therefore, the input member I cannot rotate in the negative direction while the brake device B remains engaged, and the output member O and the drive wheels W1 are also restricted from rotating in the negative direction, so that the vehicle 3 I cannot go backwards. However, in this reverse mode, the brake device B is released and the carrier CA of the differential gear device DG is separated from the case CS. As a result, the output member O and the drive wheel W1 are allowed to rotate in the negative direction, and the vehicle 3 can be moved backward. In the reverse drive mode, the MG torque TM and the MG rotation speed RM are transmitted to the output member O and the drive wheels W1 by causing the rotating electrical machine MG to output the negative MG torque TM to drive the vehicle 3 in the reverse drive direction. be able to.

2. Second Embodiment Next, a second embodiment of the present invention will be described. FIG. 8 is a skeleton diagram showing the configuration of the vehicle drive device 1 according to the present embodiment, but the lower half configuration symmetrical to the axis of the output member O is omitted. The vehicle drive device 1 has a configuration in which the differential gear device DG includes four rotating elements, and does not include a counter speed reduction mechanism CG, and the output rotation of the differential gear device DG is an output member O. This is different from the first embodiment in that it is configured to be directly transmitted to the drive wheel W1 via the wheel. Further, in this vehicle drive device 1, the differential gear device DG is provided with four rotating elements, so that the output member O includes the second rotating element E 2 and the third rotating element in order of the rotation speed. It is also different from the first embodiment in that it is configured to be driven and connected to the intermediate rotating element EM located between the E3 and E3. Hereinafter, the vehicle drive device 1 according to the present embodiment will be described with a focus on the differences from the first embodiment, and the points that are not particularly described are the same as those of the first embodiment. . Note that the configuration of the vehicle 3 and the configuration of the control system of the vehicle drive device 1 according to the present embodiment are the same as the configuration according to the first embodiment, and FIG. 2 and FIG. Refer to it as appropriate.

2-1. First, the mechanical configuration of the vehicle drive device 1 according to this embodiment will be described. As shown in FIG. 8, in the present embodiment, the differential gear device DG is composed of two sets of single pinion type planetary gear mechanisms, a first planetary gear mechanism DG1 and a second planetary gear mechanism DG2. . The differential gear device DG is connected to the first planetary gear mechanism DG1 and the second planetary gear mechanism DG2 by connecting two of the three rotating elements of the first planetary gear mechanism DG1 and the second planetary gear mechanism DG2 so as to rotate together as a whole. It is configured to operate integrally with four rotating elements.

  The first planetary gear mechanism DG1 supports the first sun gear S1, the first ring gear RI1, a plurality of first pinion gears P1 meshing with both the first sun gear S1 and the first ring gear RI1, and the plurality of first pinion gears P1. First carrier CA1. The second planetary gear mechanism DG2 includes a second sun gear S2, a second ring gear RI2, a plurality of second pinion gears P2 meshing with both the second sun gear S2 and the second ring gear RI2, and the plurality of second pinion gears P2. And a second carrier CA2 that supports the second carrier CA2. The first carrier CA1 and the second ring gear RI2 are drive-coupled so as to rotate integrally with each other, and the first ring gear RI1 and the second sun gear S2 are drive-connected so as to rotate integrally with each other. As a result, the differential gear device DG includes four rotational elements, ie, the first sun gear S1, the first carrier CA1, the second ring gear RI2, the second carrier CA2, the first ring gear RI1, and the second sun gear S2, in the order of the rotational speed. Will have.

  The first sun gear S1 is selectively connected to the input member I through the first one-way clutch F1. The first carrier CA1 and the second ring gear RI2 are selectively fixed to the case CS via the brake device B. The second carrier CA2 is drivingly connected so as to rotate integrally with the output member O. This output member O is drivingly connected to the driving wheel W1. The first ring gear RI1 and the second sun gear S2 are selectively connected to the input member I via the second one-way clutch F2. The first ring gear RI1 and the second sun gear S2 are selectively driven and connected to the input member I by a clutch device C that operates independently of the second one-way clutch F2. Therefore, in the present embodiment, the first sun gear S1 corresponds to the first rotating element E1 in the present invention, the first carrier CA1 and the second ring gear RI2 correspond to the second rotating element E2 in the present invention, and the first ring gear RI1. The second sun gear S2 corresponds to the third rotating element E3 in the present invention. Further, the output member O1 is positioned between the first carrier CA1 and the second ring gear RI2 (second rotating element E2) and the first ring gear RI1 and second sun gear S2 (third rotating element E3) in the order of rotational speed. Is connected to the second carrier CA2 corresponding to the intermediate rotating element EM in the present invention. That is, in the present embodiment, the output member O is drivingly connected to an intermediate rotation element EM that is another rotation element different from the second rotation element E2 of the differential gear device DG. The input member I that is drivingly connected to the rotor Ro of the rotating electrical machine MG is selectively connected to the first sun gear S1 of the differential gear device DG via the first one-way clutch F1, and the second one-way clutch. It is selectively connected to the first ring gear RI1 and the second sun gear S2 of the differential gear device DG via F2 or the clutch device C.

  In the differential gear device DG, the rotation of the first sun gear S1 as the first rotation element E1 is an output member so that the gear ratios of two forward drive modes (forward low speed mode and forward high speed mode) to be described later are different. The transmission gear ratio when transmitted to O and the transmission gear ratio when the rotation of the first ring gear RI1 and the second sun gear S2 as the third rotating element E3 are transmitted to the output member O are set differently. The speed ratio when the rotation of the first sun gear S1 is transmitted to the output member O is the first speed ratio, and the speed ratio when the rotation of the first ring gear RI1 and the second sun gear S2 is transmitted to the output member O is the first speed ratio. Assuming that the second gear ratio is used, the second gear ratio is set smaller than the first gear ratio here. More specifically, as shown in FIG. 9, when the first carrier CA1 and the second ring gear RI2 as the second rotating element E2 are fixed to the case CS by the brake device B, the rotation of the first sun gear S1 is performed. The rotations of the first ring gear RI1 and the second sun gear S2 are both decelerated and transmitted to the second carrier CA2 and the output member O. That is, the first speed ratio and the second speed ratio are both greater than “1”, but the value of the first speed ratio is set to be greater than the second speed ratio. In the lower part of FIG. 9, the reciprocal of the first speed ratio is shown as λ1, and the reciprocal of the second speed ratio is shown as λ2. Both λ1 and λ2 are set to be less than “1” (λ1 <1, λ2 <1), and λ1 is set to be smaller than λ2 (λ1 <λ2). In the engaged state of the brake device B, the rotation of the first sun gear S1 is shifted at the first gear ratio “1 / λ1” and transmitted to the output member O, and the rotation of the first ring gear RI1 and the second sun gear S2 is the first. The gear is shifted at the second gear ratio “1 / λ2” and transmitted to the output member O.

  The clutch device C is a device that selectively engages or separates the input member I and the first ring gear RI1 and the second sun gear S2 of the differential gear device DG separately from the second one-way clutch F2. That is, in the engaged state of the clutch device C, the input member I is drivingly connected so as to rotate integrally with the first ring gear RI1 and the second sun gear S2, regardless of the engaged state of the second one-way clutch F2. On the other hand, in the released state of the clutch device C, whether or not the input member I, the first ring gear RI1, and the second sun gear S2 are drivingly connected is determined by the engaged state of the second one-way clutch F2. In the present embodiment, an electromagnetic clutch device is used as the clutch device C as in the first embodiment.

  The brake device B is a device that selectively fixes or separates the first carrier CA1 and the second ring gear RI2 of the differential gear device DG to a case CS as a non-rotating member. That is, when the brake device B is in the engaged state, the first carrier CA1 and the second ring gear RI2 are fixed to the case CS, and in the released state, the first carrier CA1 and the second ring gear RI2 are separated from the case CS. In the present embodiment, as in the first embodiment, a meshing engagement device is used as the brake device B.

  The first one-way clutch F1 restricts the input member I from rotating in the negative direction relative to the first sun gear S1 and allows the input member I and the first sun gear S1 to rotate in the positive direction. Between. The second one-way clutch F2 restricts the input member I from rotating in the positive direction relative to the first ring gear RI1 and the second sun gear S2, and allows the input member I to rotate in the negative direction. And the first ring gear RI1 and the second sun gear S2. Accordingly, as indicated by a solid line “◯” and an arrow in FIG. 9, when the rotating electrical machine MG rotates in the negative direction and outputs the negative direction torque TM, the input member I is applied to the first sun gear S <b> 1. Thus, the first one-way clutch F1 is engaged so as to relatively rotate in the negative direction, and the rotary electric machine MG and the input member I are drivingly coupled so as to rotate integrally with the first sun gear S1. At this time, since the rotational speeds of the rotating electrical machine MG and the input member I are lower than the rotational speeds of the first ring gear RI1 and the second sun gear S2, the second one-way clutch F2 is released. On the other hand, when the rotating electrical machine MG outputs the torque TM in the positive direction while rotating in the positive direction, as shown by the broken line “◯” and the arrow in FIG. 9, the input member I has the first ring gear RI1 and the second ring gear RI1. The second one-way clutch F2 is engaged so as to rotate relative to the sun gear S2 in the positive direction, and the rotating electrical machine MG and the input member I are drivingly coupled so as to rotate integrally with the first ring gear RI1 and the second sun gear S2. . At this time, the rotational speeds of the rotating electrical machine MG and the input member I are higher than the rotational speed of the first sun gear S1 (on the positive side), so the first one-way clutch F1 is in the released state. As these one-way clutches, for example, various known types such as a roller type and a sprag type can be used.

  As will be described in detail later, in the present embodiment, the brake device B is engaged when the vehicle 3 moves forward. In this state, when the rotating electrical machine MG outputs a negative torque and rotates in the negative direction, the first one-way clutch F1 is engaged, and the negative torque of the rotating electrical machine MG is reversed by the differential gear device DG. The first forward drive mode in which the drive wheel W1 is driven in the positive direction (forward direction) is transmitted to the output member O as the positive direction torque. Further, from this state, when the rotating electrical machine MG outputs a positive torque and rotates in the positive direction, the second one-way clutch F2 is engaged, and the positive torque of the rotating electrical machine MG is output as it is as a positive torque. The second forward drive mode in which the drive wheel W1 is transmitted in the forward direction (forward direction) is transmitted to the member O. In the present embodiment, the transmission gear ratio when the rotation of the rotating electrical machine MG is transmitted to the output member O in the first forward drive mode is the same as that when the rotation of the rotating electrical machine MG is transmitted to the output member O in the second forward drive mode. Is set to be larger than the transmission ratio. Accordingly, in the present embodiment as well, as in the first embodiment, the first forward drive mode is set to the low-speed forward low-speed mode suitable for use in a situation where a high driving force is required in the low vehicle speed range, The forward drive mode is a high-speed forward high-speed mode suitable for use in situations where high driving force is not required at high vehicle speeds. According to this vehicle drive device 1, in the state where the output member O is rotating in the forward direction, that is, in the forward movement state of the vehicle 3, the forward low speed mode and the forward movement can be achieved only by reversing the direction of rotation and torque of the rotating electrical machine MG. Two forward drive modes in the high speed mode can be switched.

  Incidentally, the vehicle drive device 1 according to the present embodiment also includes the clutch device C for realizing the regenerative mode and the reverse mode, as in the first embodiment. By setting the clutch device C to the engaged state, the input member I, the first ring gear RI1, and the second sun gear S2 can be engaged in the direction opposite to the direction in which the second one-way clutch F2 is engaged. it can. Thereby, it is possible to cause the rotating electrical machine MG to output a negative torque and transmit the negative torque to the drive wheels W1. Moreover, this vehicle drive device 1 is provided with the brake device B for implement | achieving reverse drive mode similarly to said 1st embodiment. Then, the brake device B can be released and the first carrier CA1 and the second ring gear RI2 of the differential gear device DG can be separated from the case CS. As a result, the output member O and the drive wheel W1 are allowed to rotate in the negative direction, and the vehicle 3 can be moved backward. Even in the configuration of the present embodiment, the output member O and the drive wheels W1 are also restricted from rotating in the negative direction and the vehicle 3 cannot reverse when the brake device B remains engaged. Thus, the so-called hill hold function can be easily realized without using the output of the rotating electrical machine MG.

2-2. Operation Mode of Vehicle Drive Device Next, operation modes that can be realized by the vehicle drive device 1 according to the present embodiment will be described. 9 and 10 show velocity diagrams of the differential gear device DG included in the vehicle drive device 1, FIG. 9 is a velocity diagram in the forward low speed mode and the forward high speed mode, and FIG. The speed diagrams in the reverse mode are respectively shown. The method for describing these velocity diagrams is the same as in FIGS. However, in the lower part of FIG. 9, the reciprocal number λ1 of the first speed ratio and the reciprocal number λ2 of the second speed ratio are shown instead of the gear ratio λ of the planetary gear mechanism constituting the differential gear device DG. Similarly to the first embodiment, the vehicle drive device 1 according to the present embodiment is also provided with four modes of “forward low speed”, “forward high speed”, “regeneration”, and “reverse” that can be switched. Yes. Note that the directions of the torque TM and the rotational speed RM as the engagement states of the engagement elements F1, F2, C, and B in the respective modes of the vehicle drive device 1 according to the present embodiment and the operation state of the rotating electrical machine MG. 4 is the same as FIG. 4 according to the first embodiment, and therefore FIG. 4 is used as appropriate in the following description. Hereinafter, the operation state of the vehicle drive device 1 in each operation mode will be described in detail.

2-3. Forward Low Speed Mode In the forward low speed mode, the first one-way clutch F1 is engaged by outputting negative torque (MG torque TM <0) while the rotating electrical machine MG rotates in the negative direction (MG rotational speed RM <0). In this mode, the input member I and the first sun gear S1 are drivingly connected, and the torque of the rotating electrical machine MG is transmitted as a positive torque to the output member O that rotates in the positive direction. In this forward low speed mode, the speed ratio when the rotation of the rotating electrical machine MG is transmitted to the output member O is set to be larger than the speed ratio in the forward high speed mode. Here, the rotation of the rotating electrical machine MG is set to the forward high speed mode. Is decelerated at a larger gear ratio and transmitted to the output member O. Therefore, in this forward low speed mode, the differential gear device DG decelerates the rotational speed (MG rotational speed RM) of the rotating electrical machine MG and transmits it to the output member O and outputs the output torque (MG torque TM) of the rotating electrical machine MG. It functions as a speed reducer for amplifying and transmitting to the output member O. Further, the differential gear device DG also functions as a rotation direction reversing device that reverses the direction of rotation and torque of the rotating electrical machine MG and transmits it to the output member O. In this forward low speed mode, the rotating electrical machine MG functions as a motor.

  As shown in FIGS. 4 and 9, in the forward low speed mode, the brake device B is engaged, the MG rotation speed RM is negative (RM <0), and the MG torque TM is negative (TM <0). . When the MG torque TM becomes negative, the MG rotation speed RM decreases, and even when it coincides with the rotation speed of the first sun gear S1, it tends to decrease further in the negative direction. As a result, the input member I attempts to rotate relative to the first sun gear S1 in the negative direction, and the first one-way clutch F1 is engaged. In FIG. 9, the MG rotation speed RM in this forward low speed mode is shown as “RMA”. At this time, the rotational speeds of the first ring gear RI1 and the second sun gear S2 are higher than the MG rotational speed RM (RMA) (on the positive side). That is, the input member I is in a state of rotating relative to the first ring gear RI1 and the second sun gear S2 in the negative direction, and the second one-way clutch F2 is in a released state. Therefore, in the forward low speed mode, the rotating electrical machine MG and the input member I are in a drivingly coupled state so as to rotate integrally with the first sun gear S1 via the first one-way clutch F1.

  As described above, the order of the rotational speeds of the four rotating elements of the differential gear device DG is the first sun gear S1, the first carrier CA1, the second ring gear RI2, the second carrier CA2, the first ring gear RI1, and the second sun gear S2. The order is In this forward low speed mode, the rotary electric machine MG and the input member I are drivingly connected to the first sun gear S1 so as to rotate integrally, the first carrier CA1 and the second ring gear RI2 are fixed to the case CS by the brake device B, The output member O is drivingly connected to the second carrier CA2 so as to rotate integrally. At this time, the first ring gear RI1 and the second sun gear S2 are not connected to anything and are freely rotatable. Accordingly, the rotation of the rotating electrical machine MG and the direction of torque are reversed and transmitted to the output member O. As described above, the first speed ratio “1 / λ1” when the rotation of the first sun gear S1 is transmitted to the second carrier CA2 and the output member O is set to be larger than “1” (1 / λ1>). 1, λ1 <1). Accordingly, in the forward low speed mode, the rotational speed RM (RMA) of the rotating electrical machine MG is decelerated by the differential gear device DG and the torque TA is amplified and transmitted to the output member O. Specifically, in the forward low speed mode, the MG rotation speed RM is reduced to λ1 and transmitted to the output member O. Therefore, the MG torque TM is amplified by 1 / λ1 and transmitted to the output member O. The speed ratio from the rotary electric machine MG to the output member O in this forward low speed mode is “1 / λ1”. The speed ratio “1 / λ1” in the forward low speed mode is set to be larger than the speed ratio “1 / λ2” in the forward high speed mode described later.

  As described above, in the forward low speed mode, the MG torque TM can be amplified and transmitted to the output member O by decelerating the MG rotation speed RM (RMA). Further, since the speed ratio in the forward low speed mode is larger than the speed ratio in the forward high speed mode, in the forward low speed mode, the MG rotational speed RM (RMA) is greatly reduced and the MG torque TM is reduced compared to the forward high speed mode described later. It can be greatly amplified and transmitted to the output member O. Therefore, the forward low speed mode is a mode suitable for use in a situation where a high driving force is required in a low vehicle speed range. Moreover, by providing such a forward low speed mode, the vehicle drive device 1 can reduce the size of the rotating electrical machine MG with respect to the magnitude of torque that can be transmitted to the drive wheels W1.

2-4. Forward high-speed mode In the forward high-speed mode, the second one-way clutch F2 is engaged by outputting positive direction torque (MG torque TM> 0) while the rotating electrical machine MG rotates in the positive direction (MG rotation speed RM> 0). In this mode, the input member I, the first ring gear RI1, and the second sun gear S2 are drivingly connected, and the torque of the rotating electrical machine MG is transmitted as the positive torque to the output member O that rotates in the positive direction. The speed ratio when the rotation of the rotating electrical machine MG is transmitted to the output member O in the forward high speed mode is set to be smaller than the speed ratio in the forward low speed mode. Here, the rotation of the rotating electrical machine MG is performed in the forward low speed mode. Is decelerated at a smaller gear ratio and transmitted to the output member O. Therefore, also in this forward high speed mode, the differential gear device DG decelerates the rotational speed (MG rotational speed RM) of the rotating electrical machine MG and transmits it to the output member O, as well as the above-described forward low speed mode. Functions as a reduction gear for amplifying the output torque (MG torque TM) and transmitting it to the output member O. Also in this forward high speed mode, the rotating electrical machine MG functions as a motor.

  As shown in FIGS. 4 and 9, in the forward high speed mode, the brake device B is engaged, the MG rotation speed RM is positive (RM> 0), and the MG torque TM is positive (TM> 0). . When the MG torque TM becomes positive, the MG rotation speed RM increases and tries to increase further in the positive direction even after it coincides with the rotation speeds of the first ring gear RI1 and the second sun gear S2. Thereby, the input member I tries to rotate in the forward direction relative to the first ring gear RI1 and the second sun gear S2, and the second one-way clutch F2 is engaged. In FIG. 9, the MG rotation speed RM in this forward high speed mode is shown as “RMB”. At this time, the rotational speed of the first sun gear S1 is lower than the MG rotational speed RM (RMB) (on the negative side). That is, the input member I is in a state of rotating in the positive direction relative to the first sun gear S1, and the first one-way clutch F1 is in a released state. Accordingly, in the forward high speed mode, as indicated by a broken line “◯” in FIG. 9, the rotating electrical machine MG and the input member I rotate together with the first ring gear RI1 and the second sun gear S2 via the second one-way clutch F2. It is in the state where it was drive-connected to.

  As described above, the order of the rotational speeds of the four rotating elements of the differential gear device DG is the first sun gear S1, the first carrier CA1, the second ring gear RI2, the second carrier CA2, the first ring gear RI1, and the second sun gear S2. The order is In this forward high-speed mode, the first carrier CA1 and the second ring gear RI2 are fixed to the case CS by the brake device B, and are driven and connected to the second carrier CA2 so that the output member O rotates integrally. The rotary electric machine MG and the input member I are drivingly connected to the second sun gear S2 so as to rotate integrally. At this time, the first sun gear S1 is not connected to anything and can freely rotate. Therefore, the direction of rotation and torque of the rotating electrical machine MG is transmitted to the output member O as it is without being reversed. As described above, the second speed ratio “1 / λ2” when the rotation of the first ring gear RI1 and the second sun gear S2 is transmitted to the second carrier CA2 and the output member O is set to be larger than “1”. (1 / λ2> 1, λ2 <1). Accordingly, in the forward high speed mode, the rotational speed RM (RMB) of the rotating electrical machine MG is decelerated by the differential gear device DG and the torque TA is amplified and transmitted to the output member O. Specifically, in the forward high speed mode, the MG rotation speed RM is decelerated by λ2 and transmitted to the output member O. Therefore, the MG torque TM is amplified 1 / λ2 times and transmitted to the output member O. The speed ratio from the rotary electric machine MG to the output member O in the forward high speed mode is “1 / λ2”. The speed ratio “1 / λ2” in the forward high speed mode is set to be smaller than the speed ratio “1 / λ1” in the forward low speed mode.

  As described above, in the forward high speed mode, the MG rotation speed RM (RMB) is decelerated at a smaller gear ratio than that in the forward low speed mode and transmitted to the output member O. Therefore, the MG torque TM is also smaller than the forward low speed mode. Is amplified and transmitted to the output member O. That is, the MG rotation speed RM (RMB) is decelerated in the drive transmission path from the rotating electrical machine MG to the drive wheel W1, but the gear ratio is smaller than that in the forward low speed mode described above. Therefore, the forward high speed mode is a mode suitable for use in a situation where a high driving force is not required at a high vehicle speed range. Then, as described above, the vehicle drive device 1 greatly reduces the MG rotation speed RM (RMA) and transmits it to the output member O, and the MG rotation speed RM (RMB) from the advance low speed mode. The mode is switched according to the vehicle speed and the required driving force, and a large torque is applied to the drive wheels W1 as necessary. The MG torque TM can be transmitted to the drive wheels W1 in a wide vehicle speed range and the vehicle 3 can travel appropriately.

  As shown in FIGS. 4 and 9, switching from the forward low speed mode to the forward high speed mode is performed by inverting the direction of the MG torque TM from the negative direction to the positive direction while keeping the brake device B in the engaged state. This can be done by reversing the speed RM from negative to positive. That is, if the direction of the MG torque TM is reversed while traveling in the forward low speed mode, as shown in FIG. 9, the rotational speed of each rotary element of the differential gear device DG remains substantially constant, and the MG rotational speed RM is The rotational speed rises from the same rotational speed RMA as that of the first sun gear S1, and once the rotational speed becomes “0”, the rotational direction is reversed to the same rotational speed RMB as that of the first ring gear RI1 and the second sun gear S2. As a result, the first one-way clutch F1 is disengaged and the second one-way clutch F2 is engaged, and the rotor Ro of the rotating electrical machine MG is driven and connected so as to rotate integrally with the first ring gear RI1 and the second sun gear S2. Is done. Similarly, switching from the forward high speed mode to the forward low speed mode can be performed by reversing the direction of the MG torque TM from the positive direction to the negative direction while keeping the brake device B in the engaged state. Therefore, according to this vehicle drive device 1, it is possible to freely switch between the forward low speed mode and the forward high speed mode only by controlling the MG torque TM output from the rotating electrical machine MG. At this time, the first one-way clutch F1 or the second one-way clutch F2 is merely engaged or disengaged in addition to changes in the torque and rotational speed (rotation direction) of the rotating electrical machine MG. Compared to a configuration in which mode switching is performed while absorbing differential rotation using an engagement clutch, brake, or the like, it is possible to reduce shock transmitted to the output member O and the drive wheel W1 during mode switching. .

  Further, in the present embodiment, at the moment when the first one-way clutch F1 or the second one-way clutch F2 is engaged in the mode switching during traveling as described above, the control for reducing the MG torque TM and the first one-way clutch F1 Alternatively, one or both of the controls for reducing the difference between the rotation element engaged through the second one-way clutch F2 and the MG rotation speed RM are performed. Thereby, the shock transmitted to the output member O and the drive wheel W1 at the time of mode switching can be further reduced.

2-5. Regenerative mode In the regenerative mode, the clutch device C is engaged, and the rotating electrical machine MG outputs torque in the direction opposite to the rotational direction, so that the torque of the rotating electrical machine MG becomes positive through the clutch device C. In this mode, the torque is transmitted to the rotating output member O as negative torque. In the present embodiment, the clutch device C is provided so as to selectively engage the input member I with the first ring gear RI1 and the second sun gear S2. Therefore, in this regenerative mode, the rotating electrical machine MG rotates in the positive direction (MG rotational speed RM> 0) while outputting negative torque (MG torque TM <0), thereby rotating the output member O rotating in the positive direction. Torque in the negative direction is transmitted to. As described above, in the regeneration mode, by engaging the clutch device C, the input member I is engaged with the first ring gear RI1 and the second sun gear S2 regardless of the engagement direction of the second one-way clutch F2. Can be made. Therefore, even when the negative MG torque TM that is the opposite direction to the engagement direction of the second one-way clutch F2 is output while the rotating electrical machine MG is rotating in the positive direction, the MG torque TM is also output. Can be transmitted to the drive wheel W1. Accordingly, it is possible to execute regenerative braking in which the rotating electrical machine MG generates power and transmits torque in the deceleration direction (negative direction) to the drive wheels W1.

  In this regeneration mode, the transmission gear ratio when the rotation of the rotary electric machine MG is transmitted to the output member O is set smaller than the transmission gear ratio in the forward low speed mode, as in the forward high speed mode described above. The rotation of the MG is decelerated at a gear ratio smaller than that in the forward low speed mode and is transmitted to the output member O. Therefore, even in this regeneration mode, the differential gear device DG decelerates the rotational speed (MG rotational speed RM) of the rotating electrical machine MG and transmits it to the output member O and amplifies the output torque (MG torque TM) of the rotating electrical machine MG. Then, it functions as a speed reducer for transmitting to the output member O. In this regeneration mode, rotating electrical machine MG functions as a generator.

  As shown in FIGS. 4 and 10, in the regeneration mode, the clutch device C and the brake device B are engaged, the MG rotation speed RM is positive (RM> 0), and the MG torque TM is negative (TM <0). It is said. At this time, when the clutch device C is engaged, the rotating electrical machine MG and the input member I rotate integrally with the first ring gear RI1 and the second sun gear S2, as shown by a straight line L2 in FIG. Drive-connected, the negative MG torque TM is transmitted to the output member O rotating in the positive direction. Thereby, torque in the negative direction (deceleration direction) is transmitted to the drive wheel W1 that rotates in the positive direction (forward direction) via the output member O. In this regeneration mode, as in the forward high speed mode described above, the rotation and the direction of torque of the rotating electrical machine MG are transmitted to the output member O as they are without being reversed. In the regenerative mode, the rotational speed RM of the rotating electrical machine MG is decelerated by the differential gear device DG, and the torque TA is amplified and transmitted to the output member O. The speed ratio in the regeneration mode is the same as the forward high speed mode (1 / λ2), and is set smaller than the speed ratio “1 / λ1” in the above-described forward low speed mode.

  As described above, in the regenerative mode, the MG rotation speed RM is decelerated at a speed ratio smaller than that in the forward low speed mode and transmitted to the output member O, and thus the MG torque TM is also amplified to a degree smaller than the forward low speed mode. It is transmitted to the output member O. That is, the MG rotation speed RM (RMB) is decelerated in the drive transmission path from the rotating electrical machine MG to the drive wheel W1, but the gear ratio is smaller than that in the forward low speed mode described above. Therefore, in this regeneration mode, the absolute value of the rotational speed RM of the rotating electrical machine MG can be kept lower than the absolute value of the rotational speed RM (RMA) of the rotating electrical machine MG in the forward low speed mode. As a result, as in the first embodiment, a wide vehicle speed range in which regenerative braking can be performed can be secured, and regenerative braking can be performed while suppressing excessive rotation of the rotating electrical machine MG even in a high vehicle speed range. It is possible to do. Note that switching from the forward high speed mode to the regeneration mode and switching from the forward low speed mode to the regeneration mode can be performed in the same manner as in the first embodiment.

2-6. Reverse Mode In the reverse mode, the brake device B is released and the clutch device C is engaged, and the rotating electrical machine MG outputs torque in the negative direction (MG torque TM <0), whereby the first one-way clutch F1 Is engaged, and all the rotating elements of the differential gear device DG rotate together, and the torque of the rotating electrical machine MG is transmitted as negative torque to the output member O rotating in the negative direction. In this reverse mode, the rotating electrical machine MG functions as a motor. At this time, the differential gear device DG is in a state where all of the four rotating elements rotate integrally at the same speed, and the rotation of the rotating electrical machine MG is transmitted to the output member O while maintaining the same speed (speed ratio = 1). . As described above, in the reverse mode, by engaging the clutch device C, the input member I is engaged with the first ring gear RI1 and the second sun gear S2 regardless of the engagement direction of the second one-way clutch F2. Can be made. Therefore, even when a negative MG torque TM that is opposite to the direction of engagement of the second one-way clutch F2 is output, the MG torque TM is transmitted to the first ring gear RI1 and the second sun gear S2. Can do. At this time, the rotating electrical machine MG and the input member I rotate relative to the first sun gear S1 in the negative direction, and the first one-way clutch F1 is engaged so that all the rotating elements of the differential gear device DG rotate together. It becomes. As a result, the negative MG rotation speed RM and the negative MG torque TM are transmitted to the output member O and the drive wheels W1 that are drivingly connected to the second carrier CA2, and the drive wheels W1 are rotated in the reverse direction (negative direction). Thus, the vehicle 3 can be moved backward.

  As shown in FIGS. 4 and 10, in the reverse drive mode, the brake device B is released, the clutch device C is engaged, the MG rotational speed RM is negative (RM <0), and the MG torque TM is negative (TM <0). When the clutch device C is engaged, the input member I, the first ring gear RI1, and the second sun gear S2 are rotated together. Further, when the MG torque TM becomes negative, the MG rotation speed RM decreases and the input member I attempts to rotate relative to the first sun gear S1 in the negative direction, so that the first one-way clutch F1 is engaged. It becomes. Accordingly, the first sun gear S1, the first ring gear RI1, and the second sun gear S2 of the differential gear device DG are drivingly connected so as to rotate integrally with the input member I, and all the rotating elements of the differential gear device DG rotate integrally. It becomes a state to do. In FIG. 10, the MG rotation speed RM in this reverse mode is indicated as “RMC”. When the vehicle 3 moves backward, a torque as a running resistance acts on the output member O in the positive direction, and this torque acts on the second carrier CA2 as a running torque TO in the positive direction.

  As described above, due to the action of the first one-way clutch F1 and the second one-way clutch F2, the input member I rotates on the negative side with respect to the first sun gear S1 and on the positive side with respect to the first ring gear RI1 and the second sun gear S2. It cannot be speed. Therefore, the input member I cannot rotate in the negative direction while the brake device B remains engaged, and the output member O and the drive wheels W1 are also restricted from rotating in the negative direction, so that the vehicle 3 I cannot go backwards. However, in this reverse mode, the brake device B is released and the first carrier CA1 and the second ring gear RI2 of the differential gear device DG are separated from the case CS. As a result, the output member O and the drive wheel W1 are allowed to rotate in the negative direction, and the vehicle 3 can be moved backward. In the reverse mode, the MG torque TM and the MG rotation speed are transmitted via the differential gear unit DG in which all the rotating elements are integrally rotated by outputting the negative MG torque TM to the rotating electrical machine MG. The RM can be transmitted to the output member O and the drive wheel W1 to drive the vehicle 3 in the reverse direction.

3. Other Embodiments (1) In each of the above-described embodiments, as shown in FIG. 2, as an example, a configuration in which two vehicle drive devices 1 that respectively drive the two left and right drive wheels W1 are mounted on the vehicle 3 is mounted. As explained. However, the embodiment of the present invention is not limited to this. For example, as shown in FIG. 11, a configuration in which the left and right drive wheels W <b> 1 are driven by a single vehicle drive device 1 is also a preferred embodiment of the present invention. In this case, it is preferable that the vehicle drive device 1 is configured to be drivingly connected to the two drive wheels W <b> 1 via the output differential gear device 11 and the drive shaft 12. The torque of the rotating electrical machine MG of the vehicle drive device 1 is distributed to the two left and right drive wheels W1 by the output differential gear device 11 and transmitted to each drive wheel W1 via the drive shaft 12. Also in this case, the two driving wheels W1 can be a right rear wheel and a left rear wheel, or a right front wheel and a left front wheel. Moreover, it is also one of the preferred embodiments of the present invention that each of the four front and rear wheels is a drive wheel W1 and is driven by the vehicle drive device 1. In this case, it is good also as a structure which drives each driving wheel W1 with the separate vehicle drive device 1, and the structure which drives the driving wheel W1 of a plurality (for example, 2 pieces or 4 pieces) with the common vehicle drive device 1. It is good.

(2) In the above-described embodiment, the case where the vehicle 3 is configured as an electric vehicle including only the vehicle drive device 1 using the rotating electrical machine MG as a drive force source as the drive device has been described as an example. However, the embodiment of the present invention is not limited to this. For example, as shown in FIG. 12, it is preferable that the vehicle 3 is configured as a hybrid vehicle having a drive device 2 including an internal combustion engine as a drive power source in addition to the vehicle drive device 1 according to the present invention. Here, it is preferable that the driving device 2 includes, for example, an engine 21 as a driving force source and a transaxle unit 22 that transmits the rotation and torque of the engine 21 to the left and right front wheels as the driven wheels W2. . Here, the engine 21 is an internal combustion engine driven by fuel combustion, and for example, a gasoline engine or a diesel engine is preferably used. The transaxle unit 22 is a stepped or continuously variable transmission that changes the output rotation of the engine 21 at various gear ratios, and an output differential gear that distributes the output rotation and output torque of the transmission to the left and right front wheels. Equipment. It is also one of preferred embodiments of the present invention that the drive device 2 is configured as a hybrid drive device that includes two of an engine and a rotating electrical machine as drive force sources. In this case, various systems such as a parallel system, a series system, a series / parallel system, and a split system using a planetary gear mechanism can be used as the hybrid drive system.

(3) In each of the above embodiments, the transmission gear ratio when the rotation of the first rotation element E1 is transmitted to the output member O is the transmission gear ratio when the rotation of the third rotation element E3 is transmitted to the output member O. Therefore, the gear ratio when the rotation of the rotating electrical machine MG is transmitted to the output member O in the first forward drive mode realized in the engaged state of the first one-way clutch F1 is set to the second one-way. In the second forward drive mode realized with the clutch F2 engaged, the case has been described as an example where the speed ratio is set to be larger than the speed ratio when the rotation of the rotating electrical machine MG is transmitted to the output member O. However, the embodiment of the present invention is not limited to this. Therefore, the transmission gear ratio when the rotation of the first rotation element E1 is transmitted to the output member O is set to be smaller than the transmission gear ratio when the rotation of the third rotation element E3 is transmitted to the output member O. This is also a preferred embodiment of the present invention. In this case, the transmission ratio when the rotation of the rotating electrical machine MG is transmitted to the output member O in the first forward drive mode realized in the engaged state of the first one-way clutch F1 is the engaged state of the second one-way clutch F2. In the second forward drive mode realized by the above, since the rotation ratio of the rotating electrical machine MG is set to be smaller than the transmission ratio when it is transmitted to the output member O, the second forward drive mode is driven at a high speed in the low vehicle speed range. It is preferable that the forward low speed mode suitable for use in a situation where force is required and the first forward drive mode be a forward high speed mode suitable for use in a situation where high driving force is not required at a high vehicle speed range.

(4) In the above embodiments, the configuration in which the clutch device C as the first engagement device is provided between the input member I and the third rotating element E3 of the differential gear device DG has been described as an example. However, the embodiment of the present invention is not limited to this. For example, the clutch device C provided between the input member I and the third rotation element E3 is a first clutch, and the second clutch device is further provided between the input member I and the first rotation element E1. This is also one of the preferred embodiments of the present invention. With such a configuration, the second forward drive mode realized during traveling in the first forward drive mode realized with the engaged state of the first one-way clutch F1 and the engaged state of the second one-way clutch F2 In any case during traveling, the regenerative braking can be performed by immediately switching to the regenerative mode without going through the other forward drive mode. In addition, the clutch device C may be provided only between the input member I and the first rotating element E1 without being provided between the input member I and the third rotating element E3. In addition, although the regeneration mode cannot be realized, a configuration in which such a clutch device C is not provided between the input member I and the first rotating element E1 or the third rotating element E3 is also possible.

(5) In each of the above-described embodiments, the configuration including the brake device B that selectively fixes or separates the second rotating element E2 of the differential gear device DG with respect to the case CS as the non-rotating member has been described as an example. . 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 brake device B is not provided. In this case, the output member O of the vehicle drive device 1 is restricted from rotating in the negative direction (reverse direction). Therefore, in order to enable the drive wheels W1 to rotate in the reverse direction when the vehicle 3 is moving backward, for example, an engagement device such as a clutch is provided in a drive transmission system or the like between the output member O and the driving wheels W1, and the vehicle 3 It is preferable that the engagement device is in a released state when the vehicle moves backward. In this case, in addition to the vehicle drive device 1 according to the present invention, a drive device for driving the drive wheels W1 in the reverse direction is required. As such a drive device, for example, the internal combustion engine described above is used as a drive power source. The drive device 2 (see FIG. 12) provided as can also be used.

(6) In the first embodiment, the configuration in which the brake device B is engaged in the forward high speed mode and the regeneration mode has been described. However, in the vehicle drive device 1 according to the first embodiment, in the forward high speed mode and the regenerative mode, the input member I rotates integrally with the first output member O1 without substantially interposing the differential gear device DG. Therefore, the forward high speed mode and the regenerative mode can be similarly realized even when the brake device B is in the released state. Therefore, in the configuration of the vehicle drive device 1 according to the first embodiment, it is also one of the preferred embodiments of the present invention that the brake device B is released in the forward high speed mode and the regeneration mode.

(7) In the first embodiment, a configuration in which the differential gear device DG has three rotating elements will be described as an example. In the second embodiment, the differential gear device DG has four rotating elements. The configuration has been described as an example. However, the embodiment of the present invention is not limited to this, and a configuration in which the differential gear device DG includes five or more rotating elements is also a preferred embodiment of the present invention. Also in this case, three rotation elements selected from the five or more rotation elements of the differential gear device DG are designated as the first rotation element E1, the second rotation element E2, and the third rotation element E3 in the order of the rotation speed. The members are drivingly connected. When setting the intermediate rotation element EM, the output member O is drivingly connected with the rotation element between the second rotation element E2 and the third rotation element E3 in the order of the rotation speed as the intermediate rotation element EM.

(8) In each of the above-described embodiments, the case where the vehicle drive device 1 includes the four modes of the forward low-speed mode, the forward high-speed mode, the regeneration mode, and the reverse mode is described as an example. However, the embodiment of the present invention is not limited to this, and the vehicle drive device 1 may be configured so as to be capable of switching only some of these modes. One of the forms. For example, the vehicle drive device 1 is configured to be capable of switching only two modes of the forward low speed mode and the forward high speed mode, and is configured to be capable of switching three modes of the forward low speed mode, the forward high speed mode, and the reverse mode, etc. It is also suitable.

(9) In each of the above embodiments, the case where the clutch device C is configured using an electromagnetic clutch device has been described as an example. However, the embodiment of the invention is not limited to this, and the clutch device C can be configured by another mechanism. For example, configuring the clutch device C using a hydraulic engagement device such as a hydraulic clutch or a meshing engagement device is also a preferred embodiment of the present invention. Here, the meshing engagement device is a device that is brought into an engagement state when meshing portions provided in the two rotating elements mesh with each other. Like the brake device B according to each embodiment described above, for example, A mechanism or a dog clutch similar to the parking lock mechanism of the automatic transmission is preferably used.

(10) In each of the above-described embodiments, the case where the brake device B is configured using a meshing engagement device has been described as an example. However, the embodiment of the invention is not limited to this, and the brake device B can be configured by another mechanism. For example, configuring the brake device B using a hydraulic engagement device such as a hydraulic clutch or an electromagnetic engagement device such as an electromagnetic clutch is also a preferred embodiment of the present invention.

(11) The configuration of the differential gear device DG described in each of the above embodiments is merely an example, and all configurations capable of realizing the configuration of the present invention by configurations other than those described above are within the scope of the present invention. include.

  The present invention can be suitably used for a vehicle drive device including a rotating electrical machine as a drive force source.

1: vehicle drive device 3: vehicle W1: drive wheel MG: rotating electric machine RO: rotor I: input member O: output member DG: differential gear device E1: first rotation element E2: second rotation element E3: third Rotating element EM: Intermediate rotating element F1: First one-way clutch F2: Second one-way clutch CS: Case (non-rotating member)
C: Clutch device (first engagement device)
B: Brake device (second engagement device)

Claims (11)

A rotating electrical machine, an input member drivingly connected to the rotor of the rotating electrical machine, an output member drivingly connected to the driving wheel, and at least a first rotating element, a second rotating element, and a third rotating element in order of rotational speed A differential gear device having three rotating elements, a first one-way clutch, and a second one-way clutch,
The input member is selectively drivingly connected to the first rotating element via the first one-way clutch, and selectively drivingly connected to the third rotating element via the second one-way clutch, The second rotating element is selectively fixed to the non-rotating member;
The output member is the third rotating element, or another rotating element of the differential gear device, and is an intermediate rotating element located between the second rotating element and the third rotating element in the order of rotational speed. Connected to the drive,
In the differential gear device, the transmission gear ratio when the rotation of the first rotation element is transmitted to the output member is different from the transmission gear ratio when the rotation of the third rotation element is transmitted to the output member. Set to
The first one-way clutch restricts the input member from rotating in the negative direction relative to the first rotating element and allows the input member to rotate in the positive direction. The member is provided so as to restrict relative rotation in the positive direction with respect to the third rotation element and to allow relative rotation in the negative direction .
Separately from the second one-way clutch, a first engagement device that selectively engages or separates the input member and the third rotating element;
And a second engaging device that selectively fixes or separates the second rotating element with respect to the non-rotating member . The first one-way clutch Alternatively, the vehicle drive device of claim 1, further comprising a third engagement device that selectively engage or separating the said input member first rotating element. When the rotating electrical machine rotates in the negative direction and outputs a torque in the negative direction, the first one-way clutch is engaged and the input member and the first rotating element are drivingly connected, and the torque of the rotating electrical machine is A first forward drive mode transmitted as a positive torque to the output member rotating in the positive direction;
When the rotating electrical machine rotates in the forward direction and outputs a torque in the forward direction, the second one-way clutch is engaged, and the input member and the third rotating element are drivingly connected, and the torque of the rotating electrical machine is increased. the vehicle drive device according to claim 1 or 2 to the output member rotating in the forward direction and the second forward driving mode that is transmitted as a positive direction of torque, the switchable comprises. The first engagement device is brought into the engaged state, and the rotating electrical machine outputs torque in the direction opposite to the rotation direction, so that the torque of the rotating electrical machine becomes positive through the first engagement device. The vehicle drive device according to any one of claims 1 to 3, wherein a regenerative mode that is transmitted as negative torque to the rotating output member is executable. The third engagement device is brought into the engaged state, and the rotating electrical machine outputs torque in the direction opposite to the rotation direction, so that the torque of the rotating electrical machine becomes positive through the third engagement device. The vehicle drive device according to claim 2, wherein a regenerative mode transmitted to the rotating output member as torque in the negative direction is executable. When the second engagement device is in the released state and the first engagement device is in the engagement state, and the rotating electric machine outputs a negative torque, the first one-way clutch is engaged and the difference It becomes all the state where the rotation element rotates integrally dynamic gearing claim 1, further comprising viable a backward mode in which the torque of the rotary electric machine is transmitted as a negative direction of torque to the output member rotating in the negative direction 5 The vehicle drive device according to any one of the above.   The output member is drivingly connected to the third rotating element of the differential gear device, the rotation of the first rotating element is decelerated and transmitted to the output member, and the rotation of the third rotating element is the same speed. The vehicle drive device according to claim 1, which is transmitted to the output member as it is.   The differential gear device includes the intermediate rotating element as another rotating element in addition to the first rotating element, the second rotating element, and the third rotating element, and the output member is the intermediate rotating element. Drive-coupled to the rotating element, the rotation of the first rotating element is shifted at a first gear ratio and transmitted to the output member, and the rotation of the third rotating element is smaller than the first gear ratio. The vehicle drive device according to any one of claims 1 to 6, wherein the vehicle drive device is shifted at a second gear ratio and transmitted to the output member. A rotating electrical machine, an input member drivingly connected to the rotor of the rotating electrical machine, an output member drivingly connected to the driving wheel, and at least a first rotating element, a second rotating element, and a third rotating element in order of rotational speed A differential gear device having three rotating elements, a first one-way clutch, and a second one-way clutch,
The input member is selectively drivingly connected to the first rotating element via the first one-way clutch, and selectively drivingly connected to the third rotating element via the second one-way clutch, The second rotating element is selectively fixed to the non-rotating member;
When the rotating electrical machine rotates in the negative direction and outputs a torque in the negative direction, the first one-way clutch is engaged and the input member and the first rotating element are drivingly connected, and the torque of the rotating electrical machine is The first forward drive mode is transmitted as positive torque to the output member rotating in the positive direction, and the second one-way clutch is engaged by outputting the positive torque while the rotating electric machine rotates in the positive direction. In combination, the input member and the third rotating element are drive-coupled to switch between a second forward drive mode in which the torque of the rotating electrical machine is transmitted as a positive torque to the output member that rotates in the positive direction. In preparation,
A gear ratio when rotation of the rotating electrical machine is transmitted to the output member in the first forward drive mode and a speed ratio when rotation of the rotating electrical machine is transmitted to the output member in the second forward drive mode Are set differently ,
A first engagement device that selectively engages or separates the input member and the third rotating element separately from the second one-way clutch, and the second rotating element is selectively fixed to a non-rotating member. Or a second engaging device for separating,
When the second engagement device is in the released state and the first engagement device is in the engagement state, and the rotating electric machine outputs a negative torque, the first one-way clutch is engaged and the difference all rotating elements of the dynamic gear unit in a state of rotating together, the rotary electric machine torque executable manner with Ru vehicle drive device backward mode is transmitted as a negative direction of torque to the output member rotating in the negative direction . The pre-Symbol first engagement device as well as the engaged state, by the rotating electrical machine output in the opposite direction of the torque and the rotational direction, through the first engaging device, the torque of the rotary electric machine forward The vehicle drive device according to claim 9, further comprising a regenerative mode that is transmitted as negative torque to the output member that rotates in the forward direction. In addition to the first one-way clutch, further comprising a third engagement device for selectively engaging or separating the input member and the first rotating element,
  The third engagement device is brought into the engaged state, and the rotating electrical machine outputs torque in the direction opposite to the rotation direction, so that the torque of the rotating electrical machine becomes positive through the third engagement device. The vehicle drive device according to claim 9 or 10, comprising a regenerative mode that is transmitted as negative torque to the rotating output member.

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