JP5083631B2 - Hybrid drive device - Google Patents

Description

  The present invention relates to a hybrid drive device including an input member drivingly connected to an engine, an output member drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device.

  As a hybrid drive device including an input member that is drive-coupled to an engine, an output member that is drive-coupled to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device, for example, The device described in Patent Document 1 is already known. This hybrid drive device uses a differential gear device having four rotating elements, and the engine, the drive shaft as the output member, and any one rotating electric machine that receives the reaction force of the engine torque are set to different rotating elements. It is configured to drive-couple and transmit the engine torque to the drive shaft using the torque of the one rotating electrical machine as a reaction force. At this time, the other rotating electrical machine that does not receive the reaction force is drivingly connected to one of the rotating elements of the differential gear device, and basically fulfills the function of assisting the engine torque. The hybrid drive device changes the rotational speed of the engine steplessly and transmits it to the output member by changing the rotational speed of the rotating electrical machine that receives the reaction force. In addition, the hybrid drive device can switch between a plurality of modes having different torque conversion ratios when the torque of the engine is transmitted to the drive shaft by switching the rotating element in which the two rotating electrical machines are drivingly connected. It is configured.

  More specifically, in this hybrid drive device, the differential gear device includes four rotating elements of a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in the order of rotational speed. In the first mode, the first rotating electrical machine is drivingly connected to the first rotating electrical machine, the second rotating element is engine, and the third rotating element is drivingly connected to the drive shaft and the second rotating electrical machine. In this first mode, the first rotating electrical machine receives a reaction force, and the torque from the engine is attenuated and transmitted to the drive shaft. At this time, the second rotating electrical machine assists the engine torque in a state where the second rotating electrical machine is drivingly connected so as to rotate integrally with the drive shaft. The first mode is a mode at low speed. In the second mode, the first rotating electrical machine is drivingly connected to the first rotating element, the second rotating element is the engine, the driving shaft is connected to the third rotating element, and the second rotating electrical machine is connected to the fourth rotating element. Even in the second mode, the first rotating electrical machine receives a reaction force, and the torque from the engine is attenuated and transmitted to the drive shaft. However, in the second mode, the second rotating electrical machine is drivingly connected to a rotating element different from the drive shaft, and the engine torque is transmitted in a state where the torque amplified by using the torque of the first rotating electrical machine as a reaction force is transmitted to the drive shaft. To assist. The second mode is a medium speed mode. In the third mode, the engine and the first rotating electric machine are connected to the second rotating element, the drive shaft is connected to the third rotating element, and the second rotating electric machine is drive connected to the fourth rotating element. In the third mode, the second rotating electrical machine receives a reaction force, and torque from the engine is amplified and transmitted to the drive shaft. At this time, the first rotating electrical machine assists the engine torque in a state where the first rotating electrical machine is drivingly connected so as to rotate integrally with the engine. The third mode is a mode at high speed.

JP 2005-297590 A (paragraphs 0054-0064, FIGS. 8-11)

  In the hybrid drive device described above, the first rotating electric machine that receives a reaction force in the first mode and the second mode has a high rotational speed especially when the rotational speed of the drive shaft is low. In addition, the second rotating electrical machine that receives the reaction force in the third mode has a very high rotational speed that is higher than that of the drive shaft when the rotational speed of the drive shaft is high. As described above, in the hybrid drive device described above, the absolute value of the rotational speed of the rotating electrical machine that is the reaction force receiver tends to be large. It is necessary to increase the rate of conversion to. Therefore, there is a problem that loss due to power conversion is likely to increase and it is difficult to increase the energy efficiency of the hybrid drive device.

  In the above hybrid drive device, in the second mode and the third mode, both the first rotating electrical machine and the second rotating electrical machine are drivingly connected to a rotating element different from the drive shaft. For this reason, when regenerative braking is performed with the engine stopped in order to decelerate the vehicle, regeneration (power generation) is performed while maintaining the balance of torque output by both the first rotating electrical machine and the second rotating electrical machine. It is necessary to appropriately control so as to reduce the rotational speed of the drive shaft with a small deceleration. However, it is difficult to appropriately perform such control, and problems such as a discontinuity in the state of the driving force transmitted to the output member during regenerative braking and a decrease in regenerative efficiency may occur.

  Further, in the above hybrid drive device, at the time of mode switching, the clutch is engaged so that the rotation speed of any one of the rotating electrical machines in which the drive-connected rotary element is switched is changed to drive-connect to another rotary element. There is a need. For this reason, when the rotating electrical machine is drive-coupled in a state where the rotational speed is different from that of the rotating element with which the rotating electrical machine is engaged after the mode switching, an engagement shock is generated in the clutch for realizing the drive connection. . On the other hand, when the rotating electrical machine is separated from the rotating elements that are drivingly connected before the mode switching, and the driving elements are connected after the rotational speed is adjusted to the rotating elements that are drivingly connected after the mode switching, the clutch for realizing the driving connection However, there is a state in which the rotating electrical machine is not drivingly connected to any rotating element, and the driving force transmitted to the driving shaft is interrupted. Therefore, in any case, in the above hybrid drive device, the state of the driving force transmitted to the output member at the time of mode switching becomes discontinuous.

  The present invention has been made in view of the above problems, and its object is to provide a wide speed range while suppressing an increase in the absolute value of the rotational speed of one rotating electrical machine that receives a reaction force against engine torque. It is possible to switch between a plurality of modes so that the output member can be driven, and in any of the plurality of modes, the rotating electrical machine can be driven and connected to the output member to appropriately perform regenerative braking. The object is to provide a possible hybrid drive.

To achieve the above object, according to the present invention, an input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, a differential gear device, The characteristic configuration of the hybrid drive device comprising: the second rotary electric machine is drivingly connected to the output member without the differential gear device, and the input to at least three rotary elements provided in the differential gear device Regarding the drive connection relationship of the member, the output member, and the first rotating electrical machine, the order of the rotation speed is the first rotating electrical machine connecting element that is drivingly connected to the first rotating electrical machine, and the output that is drivingly connected to the output member. An intermediate output amplified with respect to the input torque, which is the torque of the input member transmitted to the input rotating element after drivingly connected in the order of the rotating element and the input rotating element drivingly connected to the input member. A torque converter mode for transmitting torque to the output rotation element, wherein the intermediate output torque transmitted to the output rotation element is transmitted to the output member at a predetermined reference torque conversion ratio; and Regarding the drive connection relationship, the intermediate output torque attenuated with respect to the input torque by drive connection so that the rotation speed is in the order of the first rotating electrical machine connection element, the input rotation element, and the output rotation element. A first torque split mode for transmitting the intermediate output torque transmitted to the output rotation element to the output member at the reference torque conversion ratio; and the torque split mode. Mode, the input torque is amplified and transmitted to the output member in comparison with the first torque converter mode. At least one of a two-torque split mode and a second torque converter mode in which the input torque is attenuated and transmitted to the output member as compared with the first torque split mode. In the torque converter mode, when the rotational speed of the input rotational element is constant, the direction in which the rotational speed of the output rotational element changes is provided so as to be switchable in order of the total torque conversion ratio until it is transmitted to the output member. And the direction in which the rotation speed of the first rotating electrical machine connecting element changes is the same direction, and in the torque split mode, when the rotation speed of the input rotation element is constant, the change in the rotation speed of the output rotation element And the direction in which the rotation speed of the first rotating electrical machine connecting element changes is the opposite direction It is in.

  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 each differential gear mechanism refers to a state in which the three rotating elements included in the differential gear mechanism are connected to each other without intervening other rotating elements. Shall.

  In the present application, the “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary. 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, and 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 “torque conversion ratio” is a ratio of torque that is converted when torque transmitted to the input-side rotating element is transmitted to the output-side rotating element. Here, it is transmitted to the output-side rotating element. The obtained torque is divided by the torque transmitted to the rotating element on the input side. The “order of torque conversion ratio” is the order from the side where the torque conversion ratio is large to the small side or the order from the side where the torque conversion ratio is small to the large side.

  According to this characteristic configuration, when the hybrid drive device has four or more modes, the second torque split mode, the first torque converter mode, the first torque split mode, the second torque split mode are arranged in the order of the total torque conversion ratio. The four modes of the torque converter mode are provided so as to be switchable. In addition, when the hybrid drive device includes three modes, the hybrid drive device includes a switchable mode between the second torque split mode, the first torque converter mode, and the first torque split mode in the order of the total torque conversion ratio. Alternatively, the first torque converter mode, the first torque split mode, and the second torque converter mode can be switched.

  By the way, in the first and second torque split modes, the first rotating electrical machine that receives a reaction force against the input torque is in a state of outputting a negative torque, and the rotational speed of the first rotating electrical machine is equal to the rotational speed of the output member. Decreases with increasing. On the other hand, in the first and second torque converter modes, the first rotating electrical machine that receives a reaction force against the input torque is in a state of outputting a positive torque, and the rotational speed of the first rotating electrical machine is equal to the rotational speed of the output member. It rises as it rises. Therefore, when the mode is switched in the order of the total torque conversion ratio as the rotational speed of the output member increases, the rotational speed of the first rotating electrical machine alternately increases and decreases. As a result, the absolute value of the rotational speed of the first rotating electrical machine is suppressed from increasing compared to the case where the direction in which the rotational speed of the first rotating electrical machine serving as the reaction force changes is the same across the plurality of modes. Can do. Accordingly, it is possible to drive the output member in a wide range of rotation speeds, while suppressing a loss when converting the work of the input member (engine) into electric power, and improving the energy efficiency of the hybrid drive device.

  Further, according to this characteristic configuration, since the second rotating electrical machine is driven and connected to the output member without passing through the differential gear device, the input member and the output member for each rotating element of the differential gear device. Even when the drive connection relationship of the first rotating electrical machine is switched to a different mode, the state in which the second rotating electrical machine is drive-connected to the output member without the differential gear device is maintained. Therefore, in any mode, since the regenerative braking can be performed by the second rotating electrical machine that is drivingly connected to the output member, complicated control such as maintaining the balance of torque with the first rotating electrical machine becomes unnecessary, The driving force from the output member can be directly transmitted to the second rotating electrical machine to efficiently regenerate.

  As described above, according to the characteristic configuration of the present application, when the mode is switched in the order of the total torque conversion ratio as the rotational speed of the output member increases, the rotational speed of the first rotating electrical machine alternately increases and decreases. . Therefore, all of the plurality of modes pass through a point at which the rotational speed of the first rotating electrical machine becomes zero until the switching point with another mode adjacent in the order of the total torque conversion ratio. Is possible.

  And if comprised in this way, it will have the point by which the work of an input member (engine) is not converted into electric power in all of a plurality of modes, ie, electrical conversion is not performed, and it is the reaction force receiving first. It is also possible to keep the absolute value of the rotational speed of the single rotating electrical machine even lower. Therefore, it is possible to reduce the loss when converting the work of the input member (engine) into electric power and to increase the energy efficiency of the hybrid drive device.

  In the first torque converter mode and the second torque converter mode, the first rotating electrical machine outputs a positive torque as a reaction force against the input torque, and the first torque split mode and the second torque. In the split mode, it is preferable that a torque in the negative direction is output as a reaction force against the input torque.

  According to this configuration, in any mode, the input torque that is the torque of the input member transmitted to the input rotation element can be appropriately transmitted to the output rotation element that is drivingly connected to the output member. Then, the torque of the first rotating electrical machine output in the direction corresponding to each mode is used as a reaction force to transmit the torque of the input member (engine) to the output member while changing the rotational speed of the first rotating electrical machine. A so-called electric continuously variable transmission in which the rotation speed of the member is continuously variable and transmitted to the output member can be appropriately realized.

  Further, it is preferable that the step of torque conversion ratio between two modes adjacent in the order of the total torque conversion ratio is set to be substantially equal to the step of torque conversion ratio between other modes. Here, the step of the torque conversion ratio corresponds to a magnification of the torque conversion ratio that is switched between two adjacent modes.

  According to this configuration, in the configuration of the present application provided with three or more modes that can be switched, the degree of change in driving force transmitted to the output member between different modes can be made appropriate. Therefore, it can be set as the structure which can output an appropriate driving force over the rotation speed range of a wide output member.

  The differential gear device is a first differential gear device for basic mode switching that switches between the torque converter mode and the torque split mode. In addition to the first differential gear device, the output It is preferable that a second differential gear device for increasing or decreasing the torque that amplifies or attenuates the intermediate output torque transmitted to the rotating element and transmits the amplified output torque to the output member is provided.

  According to this configuration, the first differential gear device performs basic mode switching by switching between the drive connection relationship for realizing the torque converter mode and the drive connection relationship for realizing the torque split mode, An intermediate output torque can be transmitted to the output rotation element according to the mode. And it can be set as the structure which amplifies or attenuate | damps the intermediate | middle output torque transmitted to the said output rotation element by a 2nd differential gear apparatus, and transmits to an output member. Therefore, the first torque converter mode, the first torque split mode, the second torque converter mode, and the second torque split can be obtained by combining the two differential gear devices of the first differential gear device and the second differential gear device. A hybrid drive device having at least three of the four modes can be appropriately configured.

  Further, in the configuration including the first differential gear device and the second differential gear device, the input torque is applied to the output rotation element in the first differential gear device in a state where the torque converter mode is realized. The torque conversion ratio when transmitted is the first amplification ratio, and the torque conversion ratio when the input torque is transmitted to the output rotation element in the state where the torque split mode is realized is the first damping ratio, In the second differential gear device, a torque conversion ratio when the intermediate output torque transmitted to the output rotation element is amplified and transmitted to the output member is defined as a second amplification ratio, and is transmitted to the output rotation element. When the torque conversion ratio when the intermediate output torque is attenuated and transmitted to the output member is the second damping ratio, the first damping ratio is multiplied by the second amplification ratio. The torque conversion ratio becomes a value on the torque amplification side with respect to the first amplification ratio, and the torque conversion ratio obtained by multiplying the first amplification ratio by the second damping ratio is a torque attenuation than the first damping ratio. It is preferable that the value is set to be a side value.

  According to this configuration, when the first differential gear device for basic mode switching and the second differential gear device for torque increase / decrease are provided as described above, the second torque split mode is more than the first torque converter mode. Each differential gear is appropriately set so that the input torque is amplified and transmitted to the output member, and the second torque converter mode is set to a mode in which the input torque is attenuated and transmitted to the output member than the first torque split mode. The device can be set up.

  The first differential gear device includes a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in order of rotational speed, and the first rotating element is the first rotating electric machine. The first rotating electric machine connecting element that is drivingly connected to the input member, the third rotating element is the input rotating element that is drivingly connected to the input member, and one of the second rotating element and the fourth rotating element It is preferable that one of the output rotation elements is selectively connected to the output member.

  According to this configuration, the torque converter mode is realized in a state where the second rotating element of the first differential gear device is drivingly connected to the output member to become the output rotating element, and the fourth rotation of the first differential gear device is achieved. The torque split mode is realized in a state where the element is drivingly connected to the output member to become an output rotation element. Therefore, the first differential gear device is used to switch the drive connection relationship between the input member, the output member, and the first rotating electrical machine for each rotating element of the first differential gear device, and the basics of the torque converter mode and the torque split mode. The mode can be switched, and an intermediate output torque corresponding to each mode can be transmitted to the output rotation element in each mode.

  Further, in the configuration of the first differential gear device, the second differential gear device includes a first rotating element, a second rotating element, and a third rotating element in order of rotational speed, The first rotating element of the dynamic gear device is selectively fixed to a non-rotating member by a brake, and the third rotating element of the second differential gear device is a fourth of the first differential gear device via a first clutch. The rotary element is selectively driven and connected to the output member via a second clutch, and the second rotary element of the second differential gear device is connected to the first via a third clutch. It is preferable that the differential gear device is configured to be selectively driven and connected to the second rotating element and selectively connected to the output member via the fourth clutch.

  According to this configuration, four modes of the first torque converter mode, the first torque split mode, the second torque split mode, and the second torque converter mode can be switched. That is, when the first clutch, the third clutch, and the fourth clutch are engaged, the intermediate output torque that is amplified with respect to the input torque and transmitted to the output rotating element can be transmitted to the output member as it is. Thus, the first torque converter mode can be realized. Further, in the engaged state of the first clutch, the second clutch, and the third clutch, the intermediate output torque attenuated with respect to the input torque and transmitted to the output rotating element can be transmitted to the output member as it is. Thus, the first torque split mode can be realized. Furthermore, the intermediate output torque attenuated with respect to the input torque and transmitted to the output rotating element in the engaged state of the first clutch, the fourth clutch, and the brake can be amplified and transmitted to the output member. Thus, the second torque split mode can be realized. Further, in the engaged state of the second clutch, the third clutch, and the brake, the intermediate output torque that is amplified with respect to the input torque and transmitted to the output rotating element can be attenuated and transmitted to the output member. Thus, the second torque converter mode can be realized.

  Further, according to this configuration, when the engagement state of the four clutches and one brake is switched and the mode is switched, the rotational speeds of the rotating elements on both sides of the clutch or brake to be engaged are engaged with each other in the same state. Synchronous switching to switch modes is possible. Therefore, it is possible to suppress the occurrence of clutch and brake engagement shocks at the time of mode switching, and it is possible to suppress interruption of the driving force transmitted to the output member. Therefore, the state of the driving force transmitted to the output member at the time of mode switching can be suppressed from becoming discontinuous.

  An input member drivingly connected to an engine, an output member drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, a first differential gear device, and a second differential gear according to the present invention. And the second rotary electric machine is drivingly connected to the output member without the differential gear device, and the first differential gear device is rotated. In order of speed, the first rotating element, the second rotating element, the third rotating element, and the fourth rotating element, the first rotating element of the first differential gear device is drivingly connected to the first rotating electrical machine, A third rotating element of the first differential gear device is drivingly connected to the input member, and the second differential gear device includes a first rotating element, a second rotating element, and a third rotating element in order of rotational speed. The first differential element of the second differential gear device is a non-rotating part by a brake And the third rotary element of the second differential gear device is selectively driven and connected to the fourth rotary element of the first differential gear device via the first clutch. The second rotating element of the second differential gear device is selectively driven to the second rotating element of the first differential gear device via a third clutch. It is connected and selectively driven and connected to the output member via a fourth clutch.

  According to this characteristic configuration, in the engaged state of the first clutch, the third clutch, and the fourth clutch, the input torque is amplified and transmitted to the output rotation element by the first differential gear device, and the output rotation element is transmitted to the output rotation element. The transmitted intermediate output torque can be transmitted to the output member as it is. This mode is the first torque converter mode. The intermediate output transmitted to the output rotating element while the input torque is attenuated and transmitted to the output rotating element by the first differential gear device in the engaged state of the first clutch, the second clutch, and the third clutch. Torque can be transmitted to the output member as it is. This mode is the first torque split mode. Further, in the engaged state of the first clutch, the fourth clutch, and the brake, the input torque is attenuated by the first differential gear device and transmitted to the output rotating element, and the intermediate output torque transmitted to the output rotating element is also transmitted. It can be amplified and transmitted to the output member by the second differential gear device. This mode is the second torque split mode. Further, in the engaged state of the second clutch, the third clutch, and the brake, the input torque is amplified by the first differential gear device and transmitted to the output rotating element, and the intermediate output torque transmitted to the output rotating element is also transmitted. It can be attenuated by the second differential gear device and transmitted to the output member. This mode is the second torque converter mode.

  By the way, in the first and second torque split modes, the first rotating electrical machine that receives a reaction force against the torque of the input member (engine) outputs a negative torque, and the rotational speed of the first rotating electrical machine. Decreases as the rotational speed of the output member increases. On the other hand, in the first and second torque converter modes, the first rotating electrical machine that receives a reaction force against the torque of the input member (engine) is in a state of outputting a positive torque, and the rotational speed of the first rotating electrical machine is output. It rises as the rotational speed of the member increases. Therefore, when the mode is switched in the order of the total torque conversion ratio as the rotational speed of the output member increases, the rotational speed of the first rotating electrical machine alternately increases and decreases. As a result, the absolute value of the rotational speed of the first rotating electrical machine is suppressed from increasing compared to the case where the direction in which the rotational speed of the first rotating electrical machine serving as the reaction force changes is the same across the plurality of modes. Can do. Accordingly, it is possible to drive the output member in a wide range of rotation speeds, while suppressing a loss when converting the work of the input member (engine) into electric power, and improving the energy efficiency of the hybrid drive device.

  Further, according to this characteristic configuration, since the second rotating electrical machine is driven and connected to the output member without passing through the differential gear device, the input member and the output member for each rotating element of the differential gear device. Even when the drive connection relationship of the first rotating electrical machine is switched to a different mode, the state in which the second rotating electrical machine is drive-connected to the output member without the differential gear device is maintained. Therefore, in any mode, since the regenerative braking can be performed by the second rotating electrical machine that is drivingly connected to the output member, complicated control such as maintaining the balance of torque with the first rotating electrical machine becomes unnecessary, The driving force from the output member can be directly transmitted to the second rotating electrical machine to efficiently regenerate.

  Further, according to this configuration, when the engagement state of the four clutches and one brake is switched and the mode is switched, the rotational speeds of the rotating elements on both sides of the clutch or brake to be engaged are engaged with each other in the same state. Synchronous switching to switch modes is possible. Therefore, it is possible to suppress the occurrence of clutch and brake engagement shocks at the time of mode switching, and it is possible to suppress interruption of the driving force transmitted to the output member. Therefore, the state of the driving force transmitted to the output member at the time of mode switching can be suppressed from becoming discontinuous.

  Here, in the first differential gear device, the torque conversion ratio when the torque of the third rotating element is transmitted to the second rotating element with the first rotating element as a fulcrum is defined as the first amplification ratio, and the first rotating element The torque conversion ratio when the torque of the third rotation element is transmitted to the fourth rotation element with the first rotation element as the fulcrum is defined as the first damping ratio, and in the second differential gear device, the third rotation element is the third rotation with the first rotation element as the fulcrum. The torque when the torque of the rotating element is transmitted to the second rotating element is the second amplification ratio, and the torque when the torque of the second rotating element is transmitted to the third rotating element with the first rotating element as a fulcrum When the conversion ratio is the second damping ratio, a torque conversion ratio obtained by multiplying the first damping ratio by the second amplification ratio becomes a value on the torque amplification side with respect to the first amplification ratio, and the first Torque variation obtained by multiplying one amplification ratio by the second damping ratio Ratio, it is preferable to be set to a value of the torque damping side than the first attenuation ratio.

  According to this configuration, the second torque split mode realized when the first clutch, the fourth clutch, and the brake are engaged is realized when the first clutch, the third clutch, and the fourth clutch are engaged. In this mode, the torque of the input member (engine) is amplified and transmitted to the output member than in the first torque converter mode. In addition, the second torque converter mode realized when the second clutch, the third clutch, and the brake are engaged is the first torque realized when the first clutch, the second clutch, and the third clutch are engaged. The mode is such that the torque of the input member (engine) is attenuated and transmitted to the output member than in the split mode. Therefore, the first differential gear device and the second differential gear device can be set so that each mode can be appropriately realized.

  The first differential gear device includes a single-pinion type first planetary gear mechanism and a double-pinion type second planetary gear mechanism each having three rotating elements, a sun gear, a carrier, and a ring gear. A first rotating element of the first differential gear device is configured by a sun gear of the first planetary gear mechanism, and a second rotating element of the first differential gear device is configured by a sun gear of the second planetary gear mechanism; The third rotating element of the first differential gear device includes a carrier of the first planetary gear mechanism and a ring gear of the second planetary gear mechanism that are drivingly connected so as to rotate integrally with each other. The fourth rotating element of the device is composed of a ring gear of the first planetary gear mechanism and a carrier of the second planetary gear mechanism that are drivingly connected so as to rotate integrally with each other, and the second differential gear device includes: A single-pinion type third planetary gear mechanism having three rotating elements of a gear wheel, a carrier, and a ring gear, and the first rotating element of the second differential gear device is composed of a ring gear of the third planetary gear mechanism. The second rotating element of the second differential gear device is constituted by the carrier of the third planetary gear mechanism, and the third rotating element of the second differential gear device is constituted by the sun gear of the third planetary gear mechanism. It is preferable that

  According to this configuration, the rotating elements of the three planetary gear mechanisms are appropriately driven and connected to form a first differential gear device having four rotating elements and a second differential gear device having three rotating elements. In addition, an input member, an output member, a first rotating electrical machine, and a second rotating electrical machine can be connected to each rotating element to form a hybrid drive device.

It is a skeleton figure of the hybrid drive device concerning the embodiment of the present invention. It is a mimetic diagram showing system configuration of a hybrid drive concerning an embodiment of the present invention. It is an operation | movement table | surface which shows the operation state of the clutch and brake in each mode. It is a speed diagram of the differential gear device in the torque split low speed mode. It is a speed diagram of the differential gear device in the torque split low speed mode. It is a speed diagram of the differential gear device when the torque split low speed mode is switched to the torque converter reference mode. It is a speed diagram of the differential gear device in the torque converter reference mode. It is a speed diagram of the differential gear device when switched from the torque converter reference mode to the torque split reference mode. It is a speed diagram of the differential gear device in the torque split reference mode. It is a speed diagram of the differential gear device when the torque split reference mode is switched to the torque converter high speed mode. It is a speed diagram of the differential gear device in the torque converter high-speed mode. It is a speed diagram of the differential gear device in the torque converter high-speed mode. It is the graph which showed the relationship between theoretical transmission efficiency and an input-output rotational speed ratio.

  First, a first embodiment of the present invention will be described based on the drawings. FIG. 1 is a skeleton diagram showing the configuration of the hybrid drive device H according to the present embodiment. In this drawing, the configuration of the lower half symmetrical to the central axis is omitted. In the schematic diagram showing the system configuration of the hybrid drive apparatus H shown in FIG. 2, the solid line arrows indicate various information transmission paths, the broken lines indicate power transmission paths, and the white arrows indicate hydraulic pressure transmission paths. Show.

  As shown in FIG. 1, the hybrid drive device H includes an input shaft I that is drivingly connected to an engine E, an output shaft O that is drivingly connected to wheels W (see FIG. 2), a first rotating electrical machine MG1, A second rotating electrical machine MG2, a first differential gear device G1, and a second differential gear device G2 are provided. The second rotating electrical machine MG2 is drivingly connected to the output shaft O without going through the first differential gear device G1. In the present embodiment, the first differential gear device G1 is configured by combining a first planetary gear mechanism PG1 and a second planetary gear mechanism PG2, and the second differential gear device G2 is a third planetary gear mechanism. The gear mechanism PG3 is used. Each component of the hybrid drive device H is housed in a case Dc as a non-rotating member fixed to the vehicle. Then, by switching the drive connection relationship of the input shaft I, the output shaft O, and the first rotating electrical machine MG1 for each rotating element of the first differential gear device G1, two basic modes, a torque converter mode and a torque split mode, are switched. Is switched. Further, the intermediate output torque TM transmitted to the output rotation element Eo of the first differential gear device G1 is amplified or attenuated by the second differential gear device G2 and transmitted to the output shaft O. As a result, the hybrid drive device H performs the torque split low speed mode, the torque converter reference mode, the torque split reference mode, and the torque converter high speed mode until the torque transmitted from the input shaft I is transmitted to the output shaft O. It is possible to switch in the order of the total torque conversion ratio. In the present embodiment, the input shaft I corresponds to the “input member” in the present invention, and the output shaft O corresponds to the “output member” in the present invention. Hereinafter, the configuration of each part of the hybrid drive device H will be described in detail.

1. First, the mechanical configuration of each part of the hybrid drive device H will be described. As shown in FIG. 1, the input shaft I is drivingly connected to the engine E. Here, the engine E is an internal combustion engine driven by combustion of fuel, and for example, various known engines such as a gasoline engine and a diesel engine can be used. In this example, the input shaft I is drivingly connected so as to rotate integrally with an output rotation shaft such as a crankshaft of the engine E. The input shaft I is also preferably configured to be connected to the output rotation shaft of the engine E via another member such as a damper, a clutch, or a torque converter. In this embodiment, since the input shaft I rotates integrally with the output rotation shaft of the engine E, the rotation of the input shaft I is the same as the rotation of the engine E, and the torque of the engine E is equal to the torque of the input shaft I. Become.

  As shown in FIG. 2, the output shaft O is drivingly connected to wheels W (drive wheels) via an output differential gear device DF. In the present embodiment, the output shaft O is disposed coaxially with the input shaft I. Furthermore, as shown in FIG. 1, the hybrid drive device H includes an engine E, a first rotating electrical machine MG1, a second rotating electrical machine MG2, a first differential gear device G1, and a second differential gear device G2. It is arranged coaxially with the input shaft I, and has a single axis configuration in which the whole is arranged coaxially.

  The first rotating electrical machine MG1 includes a stator St1 fixed to the case Dc, and a rotor Ro1 that is rotatably supported on the radially inner side of the stator St1. The rotor Ro1 of the first rotating electrical machine MG1 is drivingly connected so as to rotate integrally with the first sun gear s1 of the first planetary gear mechanism PG1 constituting the first differential gear device G1. The second rotating electrical machine MG2 includes a stator St2 fixed to the case Dc, and a rotor Ro2 that is rotatably supported on the radially inner side of the stator St2. The rotor Ro2 of the second rotating electrical machine MG2 is drivingly connected so as to rotate integrally with the output shaft O.

  As shown in FIG. 2, the first rotating electrical machine MG <b> 1 is electrically connected to the battery 21 via the first inverter 22, and the second rotating electrical machine MG <b> 2 is electrically connected to the battery 21 via the second inverter 23. The first rotating electrical machine MG1 and the second rotating electrical machine MG2 each have a function as a motor (electric motor) that generates power by receiving power supply, and a generator (generator) that generates power by receiving power supply. It is possible to fulfill the function as. As will be described later, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 function as a motor or a generator according to the relationship between the rotation direction and the torque direction, respectively. When the first rotary electric machine MG1 and the second rotary electric machine MG2 function as generators, the generated electric power is supplied to the battery 21 and charged, or the other rotary electric machine MG1 functions as a motor. Supply to MG2 for powering. Further, when the first rotating electrical machine MG1 and the second rotating electrical machine MG2 function as motors, the battery 21 is charged or supplied with electric power generated by the other rotating electrical machines MG1 and MG2 functioning as generators. To power. Then, the operation control of the first rotating electrical machine MG1 is performed via the first rotating electrical machine control unit 33 and the first inverter 22 according to the control command from the main control unit 31, and the operation control of the second rotating electrical machine MG2 is performed by the main control unit 31. This is performed via the second rotating electrical machine control unit 34 and the second inverter 23 in accordance with a control command from the control unit 31. Note that the battery 21 is an example of a power storage device, and other power storage devices such as capacitors may be used, or a plurality of types of power storage devices may be used in combination.

  In the present embodiment, the hybrid drive device H includes two differential gear devices, a first differential gear device G1 and a second differential gear device G2. The first differential gear device G1 is configured by combining a first planetary gear mechanism PG1 and a second planetary gear mechanism PG2, and includes four rotating elements. The first differential gear device G1 switches between the torque converter mode and the torque split mode by switching the drive connection relationship of the input shaft I, the output shaft O, and the first rotating electrical machine MG1 with respect to the four rotating elements. It functions as a differential gear device for basic mode switching that switches between two basic modes. The second differential gear device G2 is constituted by a third planetary gear mechanism PG3 and includes three rotating elements. Then, the second differential gear device G2 amplifies or attenuates the intermediate output torque TM (see FIGS. 4 to 12) transmitted to the output rotation element Eo of the first differential gear device G1 and transmits it to the output shaft O. It functions as a differential gear device for increasing and decreasing torque. In the present embodiment, the second rotating electrical machine MG2 is drivingly connected to the output shaft O without passing through both the first differential gear device G1 and the second differential gear device G2. Hereinafter, the respective configurations of the planetary gear mechanisms PG1 to PG3 constituting the differential gear devices G1 and G2 will be described in detail with reference to FIG.

  The first planetary gear mechanism PG1 constituting the first differential gear device G1 is a single pinion type planetary gear mechanism having three rotating elements. That is, the first planetary gear mechanism PG1 includes a first carrier ca1 that supports a plurality of pinion gears, and a first sun gear s1 and a first ring gear r1 that mesh with the pinion gears, respectively, as rotating elements. The first sun gear s1 is drivingly connected so as to rotate integrally with the rotor Ro1 of the first rotating electrical machine MG1. The first carrier ca1 is drive-coupled to rotate integrally with the input shaft I, and is drive-coupled to rotate integrally with the second ring gear r2 of the second planetary gear mechanism PG2. The first ring gear r1 is drivingly connected so as to rotate integrally with the second carrier ca2 of the second planetary gear mechanism PG2, and is selected from the third sun gear s3 of the third planetary gear mechanism PG3 via the first clutch C1. Drive coupled.

  The second planetary gear mechanism PG2 constituting the first differential gear device G1 is a double pinion type planetary gear mechanism having three rotating elements. That is, the second planetary gear mechanism PG2 rotates the second carrier ca2 that supports a plurality of pairs of pinion gears, the second sun gear s2 that meshes with one of the pair of pinion gears, and the second ring gear r2 that meshes with the other of the pair of pinion gears. Has as an element. The second sun gear s2 is selectively connected to the third carrier ca3 of the third planetary gear mechanism PG3 via the third clutch C3. The second ring gear r2 is drivingly connected so as to rotate integrally with the first carrier ca1 and the input shaft I of the first planetary gear mechanism PG1. The second carrier ca2 is drivingly connected so as to rotate integrally with the first ring gear r1 of the first planetary gear mechanism PG1, and is selected from the third sun gear s3 of the third planetary gear mechanism PG3 via the first clutch C1. Drive coupled.

  The first differential gear device G1 is configured as a whole by connecting two of the three rotating elements of the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 so as to rotate integrally with each other. It is configured to operate integrally with four rotating elements. These four rotation elements are referred to as a first rotation element e1, a second rotation element e2, a third rotation element e3, and a fourth rotation element e4 in the order of the rotation speed. In the present embodiment, the first sun gear s1 corresponds to the first rotating element e1, the second sun gear s2 corresponds to the second rotating element e2, and the first carrier ca1 and the second ring gear r2 that rotate integrally with each other are the third. The first ring gear r1 and the second carrier ca2 that correspond to the rotating element e3 and rotate integrally with each other correspond to the fourth rotating element e4. The first sun gear s1 as the first rotating element e1 is a first rotating electrical machine connecting element E1 that is drivingly connected to the first rotating electrical machine MG1. Further, an input rotation element Ei in which a first carrier ca1 and a second ring gear r2 as the third rotation element e3 are drivingly connected to the input shaft I is formed. One of the second sun gear s2 as the second rotating element e2 and the first ring gear r1 and the second carrier ca2 as the fourth rotating element e4 is selectively set to the third planetary gear mechanism PG3 (second The output rotation element Eo is drivably coupled to the output shaft O via the differential gear device G2) and the plurality of clutches C1 to C4.

  The third planetary gear mechanism PG3 as the second differential gear device G2 is a single pinion type planetary gear mechanism including three rotating elements. That is, the third planetary gear mechanism PG3 includes, as rotating elements, a third carrier ca3 that supports a plurality of pinion gears, and a third sun gear s3 and a third ring gear r3 that respectively mesh with the pinion gears. The third ring gear r3 is selectively fixed to the case Dc as a non-rotating member by the brake B. The third carrier ca3 is selectively drivingly connected to the second sun gear s2 of the second planetary gear mechanism PG2 via the third clutch C3, and is selectively drivingly connected to the output shaft O via the fourth clutch C4. Is done. The third sun gear s3 is selectively connected to the first ring gear r1 of the first planetary gear mechanism PG1 and the second carrier ca2 of the second planetary gear mechanism PG2 via the first clutch C1, and the second clutch C2 And is selectively drivingly connected to the output shaft O via the. The three rotational elements of the third planetary gear mechanism PG3 are a third ring gear r3, a third carrier ca3, and a third sun gear s3 in the order of rotational speed. Accordingly, in the present embodiment, the third ring gear r3, the third carrier ca3, and the third sun gear s3 are respectively connected to the first rotating element e1, the second rotating element e2, and the third rotating element e3 of the third planetary gear mechanism PG3. It has become.

  As described above, the hybrid drive device H includes the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, and the brake B as engagement elements. As these engagement elements, friction engagement elements such as a multi-plate clutch and a multi-plate brake that operate by hydraulic pressure can be used. As shown in FIG. 2, the engagement elements C1, C2, C3, C4, and B are supplied with hydraulic pressure from a hydraulic control device 35 that operates according to a control command from the main control unit 31, and each engagement is performed by the hydraulic pressure. Engagement or release of the combination elements C1, C2, C3, C4, B is controlled. The hydraulic pressure control unit 35 is supplied with hydraulic pressure generated by an oil pump (not shown).

2. Configuration of Control System for Hybrid Drive Device As shown in FIG. 2, the hybrid drive device H includes a main control unit 31 for controlling each part of the device. The main control unit 31 is connected to the engine control unit 32, the first rotating electrical machine control unit 33, the second rotating electrical machine control unit 34, and the hydraulic control device 35 in a state where information can be transmitted to each other. . The engine control unit 32 controls each part of the engine E so that the engine E outputs a desired rotation speed and torque. The first rotating electrical machine control unit 33 controls the first inverter 22 so that the first rotating electrical machine MG1 outputs a desired rotation speed and torque. The second rotating electrical machine control unit 34 controls the second inverter 23 so that the second rotating electrical machine MG2 outputs a desired rotation speed and torque. The hydraulic control device 35 controls the engagement or release of each engagement element by adjusting the hydraulic pressure supplied from an oil pump (not shown) and distributing and supplying the hydraulic pressure to each engagement element C1, C2, C3, C4, B. To do. Such engagement or disengagement of each engagement element is performed based on a control command from the main control unit 31.

  Further, 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 in order to acquire information of each part of the vehicle on which the hybrid drive device H is mounted. In the illustrated example, the main control unit 31 is configured to be able to acquire information from the battery state detection sensor Se1, the vehicle speed sensor Se2, the accelerator operation detection sensor Se3, and the brake operation detection sensor Se4. The battery state detection sensor Se1 is a sensor for detecting a state such as a charge amount of the battery 21, and is configured by, for example, a voltage sensor or a current sensor. The vehicle speed sensor Se2 is a sensor for detecting the rotational speed of the output shaft O in order to detect the vehicle speed. The accelerator operation detection sensor Se3 is a sensor for detecting the operation amount of the accelerator pedal 24. The brake operation detection sensor Se4 is a sensor for detecting the operation amount of the brake pedal 25 interlocked with a wheel brake (not shown).

  The main control unit 31 selects a plurality of operation modes, which will be described later, using information acquired by the sensors Se1 to Se4. The main control unit 31 operates by controlling the engagement state of the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, and the brake B via the hydraulic control device 35. Switch modes. Further, the main control unit 31 operates the engine E, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 via the engine control unit 32, the first rotating electrical machine control unit 33, and the second rotating electrical machine control unit 34. As a result, the vehicle is appropriately driven according to the selected operation mode.

  In the present embodiment, the main control unit 31 includes a battery state detection unit 41, a mode selection unit 42, and a switching control unit 43 as functional units for executing various controls. Each of these means included in the main control unit 31 includes a hardware or software (program) or a functional unit for performing various processes on input data with an arithmetic processing unit such as a CPU as a core member. Implemented and configured by both. Further, the main control unit 31 includes a storage unit 44, and a control map 45 used for determining an operation mode according to the vehicle speed and the required driving force 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 21 based on information such as a voltage value and a current value output from the battery state detection sensor Se1. Here, the battery charge amount is generally referred to as an SOC (state of charge), and is obtained, for example, as a ratio of the remaining charge amount to the charge capacity of the battery 21.

  The mode selection unit 42 selects an appropriate operation mode according to a predetermined control map according to the state of each part of the vehicle. In the present embodiment, the mode selection unit 42 selects an appropriate operation mode from four operation modes to be described later according to traveling conditions such as the vehicle speed and the required driving force. The contents of each operation mode will be described later in detail. Here, the requested driving force is a value representing the driving force requested by the driver for the vehicle, and is calculated by the mode selection unit 42 based on outputs from the accelerator operation detection sensor Se3 and the brake operation detection sensor Se4. Get. The vehicle speed is detected by a vehicle speed sensor Se2. In addition to the vehicle speed and the required driving force, various conditions such as the battery charge amount, the cooling water temperature, and the oil temperature may be preferably used as the traveling conditions referred to when selecting the mode.

  The switching control unit 43 controls the operation of the hydraulic control device 35 according to the operation mode selected by the mode selection unit 42, whereby the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4. , And the brake B are engaged or released. Thereby, the switching control unit 43 performs control to switch the operation mode of the hybrid drive device H.

3. Next, a description will be given of modes that can be realized by the hybrid drive apparatus H according to the present embodiment. FIG. 3 is an operation table showing operation states of the engagement elements C1, C2, C3, C4, and B in each mode. In this figure, “◯” indicates that each engaging element is in an engaged state, and “No mark” indicates that each engaging element is in a released (disengaged) state. In the present embodiment, the torque converter reference mode corresponds to the “first torque converter mode” in the present invention, the torque split reference mode corresponds to the “first torque split mode” in the present invention, and the torque split low speed mode is the present This corresponds to the “second torque split mode” in the invention, and the torque converter high-speed mode corresponds to the “second torque converter mode” in the present invention. The arrangement of the four modes shown in FIG. 3 is in the order of the total torque conversion ratio, from the large torque conversion ratio side (upper side in FIG. 3) to the smaller side (lower side in FIG. 3). The torque split low speed mode, the torque converter reference mode, the torque split reference mode, and the torque converter high speed mode are in this order. Note that the total torque conversion ratio is the total until the input torque TE, which is the torque of the input shaft I transmitted to the input rotation element Ei (the first carrier ca1 and the second ring gear r2), is transmitted to the output shaft O. The torque conversion ratio, which is a value obtained by dividing the torque transmitted to the output shaft O by the input torque TE.

  4 to 12 are velocity diagrams showing the operating states of the first differential gear device G1 and the second differential gear device G2 in each mode. 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 rotation speed is zero, the upper side is positive rotation (rotation speed is positive), and the lower side is negative rotation (rotation speed is negative). is there. Further, each of the plurality of vertical lines arranged in parallel constitutes the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 constituting the first differential gear device G1, and the second differential gear device G2. This corresponds to each rotation element of the third planetary gear mechanism PG3. In these drawings, the straight line indicated by the solid line indicates the operating state of the first differential gear device G1, and the straight line indicated by the broken line indicates the operating state of the second differential gear device G2. In these speed diagrams, “◯” represents the rotational speed of the first rotating electrical machine MG1, “Δ” represents the rotational speed of the input shaft I (engine E), and “☆” represents the output shaft O and the second rotating electrical machine MG2. The rotational speed, “×”, indicates a fixed state of the brake B to the case Dc. In addition, “E1”, “Ei”, and “Eo” surrounded by a rectangle described above each vertical line are the first rotating electrical machine connecting element E1, the input rotating element Ei, and the output rotation in each mode, respectively. Element Eo is shown.

  4 to 12, the arrow arranged adjacent to the point indicating the rotation speed of each rotating element indicates the direction of the torque acting on each rotating element during normal traveling in each operation mode, and the upward arrow indicates The torque in the positive direction is represented, and the downward arrow represents the torque in the negative direction. “TE” is the input torque TE transmitted from the engine E to the first carrier ca1 and the second ring gear r2 as the input rotation element Ei via the input shaft I, and “T1” is the first torque from the first rotating electrical machine MG1. MG1 torque T1, “T2” transmitted to the first sun gear s1 as the rotating electrical machine connecting element E1 is MG2 torque T2, “TO” transmitted from the second rotating electrical machine MG2 to the output shaft O, and the output shaft from the wheel W side. A running resistance TO transmitted to O is shown. In addition, “TM” indicates the intermediate torque output torque TM transmitted from the first differential gear device G1 side to the rotating element serving as the output rotating element Eo in each mode.

  In the present embodiment, switching between two basic modes, a torque converter mode including a torque converter reference mode and a torque converter high-speed mode, and a torque split mode including a torque split reference mode and a torque split low-speed mode is performed by the first differential. This is performed by the gear device G1. As shown in FIGS. 6, 7, 11, and 12, the torque converter mode has an input shaft I and an output shaft for three rotating elements among the four rotating elements included in the first differential gear device G <b> 1. With respect to the drive connection relationship between O and the first rotating electrical machine MG1, the order of the rotation speed is the first rotating electrical machine connecting element E1 that is drivingly connected to the first rotating electrical machine MG1, and the output rotating element Eo that is drivingly connected to the output shaft O. The intermediate output torque amplified with respect to the input torque TE, which is the torque of the input shaft I transmitted to the input rotation element Ei and connected in the order of the input rotation element Ei drivingly connected to the input shaft I In this mode, TM is transmitted to the output rotation element Eo. In the torque split mode, regarding the same drive connection relationship, the order of the rotation speed is the first rotary electric machine connection element E1 that is drive-connected to the first rotary electric machine MG1, and the input rotary element Ei that is drive-connected to the input shaft I. The output rotation element Eo is connected to the output shaft O in order, and the intermediate output torque TM attenuated with respect to the input torque TE transmitted to the input rotation element Ei is supplied to the output rotation element Eo. It is a mode to transmit.

  In both the torque converter mode and the torque split mode, the MG1 torque T1 transmitted from the first rotating electrical machine MG1 to the first rotating electrical machine connecting element E1 is used as a reaction force from the input shaft I (engine E) to the input rotating element Ei. By changing the rotational speed of the first rotating electrical machine MG1 functioning as a reaction force receiver while transmitting the input torque TE transmitted to the output rotational element Eo, the rotational speed of the input shaft I is steplessly changed. It can be transmitted to the output rotation element Eo. However, in the torque converter mode and the torque split mode, since the drive connection relationship with respect to the rotating element of the first differential gear device G1 is different, the input torque TE transmitted to the output rotating element Eo is transmitted to the output rotating element Eo. The torque conversion ratio at the time is different, and the direction of the MG1 torque T1 as the reaction torque is different. The intermediate output torque TM transmitted to the output rotation element Eo is transmitted to the output shaft O via the second differential gear device G2. The second rotating electrical machine MG2 is drivingly connected so as to rotate integrally with the output shaft O, and is configured to be able to always transmit the MG2 torque T2 to the output shaft O. The second rotating electrical machine MG2 basically functions as an auxiliary rotating electrical machine that assists the torque transmitted from the first differential gear device G1 side to the output shaft O. Further, when the vehicle is decelerated, the second rotating electrical machine MG2 performs regenerative braking. However, since the second rotating electrical machine MG2 is drivingly connected so as to rotate integrally with the output shaft O, the regenerative braking can also be performed efficiently.

  4 to 12, the intervals between the vertical lines corresponding to the respective rotating elements correspond to the respective gear ratios of the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3. Yes. By the way, as described above, the first differential gear device G1 functions as a differential gear device for basic mode switching that switches between two basic modes of the torque converter mode and the torque split mode, and the second differential gear device. The device G2 functions as a differential gear device for increasing or decreasing the torque that amplifies or attenuates the intermediate output torque TM transmitted to the output rotation element Eo of the first differential gear device G1 and transmits it to the output shaft O. Therefore, in the lower part of FIGS. 4 to 12, the tooth ratio for the torque split mode of the first differential gear unit G1 λs as the gear ratio of the differential gear units G1 and G2 for realizing these functions. And the tooth ratio for torque converter mode λt, and the gear ratio for speed increase / decrease λu of the second differential gear unit G2.

  The gear split ratio λs for torque split mode is a gear ratio that determines the torque conversion ratio when the input torque TE is transmitted to the output rotation element Eo in the state where the torque split mode is realized in the first differential gear device G1. Yes, here, the gear ratio between the first sun gear s1 and the first ring gear r1 of the first planetary gear mechanism PG1 = [the number of teeth of the first sun gear s1] / [the number of teeth of the first ring gear r1]. The gear ratio for torque converter mode λt is a gear ratio that determines the torque conversion ratio when the input torque TE is transmitted to the output rotation element Eo in the state where the torque converter mode is realized in the first differential gear device G1. Yes, and is determined by the relationship between the gear ratios of both the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2. Here, the tooth ratio for torque converter mode λt is the ratio of the rotational speed of the first carrier ca1 and the second ring gear r2 to the rotational speed of the first sun gear s1 when the rotational speed of the second sun gear s2 is zero = [ The rotational speed of the first carrier ca1 and the second ring gear r2 is equal to the rotational speed of the first sun gear s1. The gear ratio for acceleration / deceleration λu is a gear ratio that determines a torque conversion ratio when the intermediate output torque TM transmitted to the output rotation element Eo in the second differential gear device G2 is amplified or attenuated. The gear ratio between the third sun gear s3 and the third ring gear r3 of the third planetary gear mechanism PG3 = [the number of teeth of the third sun gear s3] / [the number of teeth of the third ring gear r3].

  The number of teeth ratio λs for torque split mode, the number of teeth ratio λt for torque converter mode, and the number of teeth ratio λu for acceleration / deceleration are predetermined in a state in which each mode is realized so that the above four modes can be appropriately realized. It is set so as to realize a torque conversion ratio. Here, in the present application, the “torque conversion ratio” is a ratio of torque that is converted when torque transmitted to the input-side rotating element is transmitted to the output-side rotating element. Here, torque conversion ratio = [Torque transmitted to output side rotating element] / [Torque transmitted to input side rotating element]. Therefore, if the torque conversion ratio value is larger than 1, the torque is amplified and output, and if the torque conversion ratio value is smaller than 1, the torque is attenuated and output.

Here, in the first differential gear device G1, the torque conversion ratio when the input torque TE is transmitted to the output rotation element Eo in the state where the torque converter mode (torque converter reference mode or torque converter high speed mode) is realized One amplification ratio R1a. The first amplification ratio R1a is obtained by using the first sun gear s1 (first rotating element e1) as the first rotating electrical machine coupling element E1 as a fulcrum and the first carrier as the input rotating element Ei in the first differential gear device G1. Torque conversion ratio when the input torque TE transmitted to ca1 and the second ring gear r2 (third rotating element e3) is transmitted to the second sun gear s2 (second rotating element e2) as the output rotating element Eo (= [Intermediate output torque TM] / [Input torque TE]). As is apparent from the velocity diagrams shown in FIGS. 6, 7, 11, and 12, at this time, the input torque TE is multiplied by (1 + λt) and transmitted to the second sun gear s2 as the output rotation element Eo. Therefore, the intermediate output torque TM transmitted to the output rotation element Eo at this time is TM = (1 + λt) TE.
Therefore, the first amplification ratio R1a is
R1a = 1 + λt (1)
It becomes.

On the other hand, in the first differential gear device G1, the torque conversion ratio when the input torque TE is transmitted to the output rotation element Eo in the state in which the torque split mode (torque split reference mode or torque split low speed mode) is realized is set to the first. The attenuation ratio is R1b. In the first differential gear device G1, the first damping ratio R1b is based on the first sun gear s1 (first rotating element e1) as the first rotating electrical machine connecting element E1, and the first carrier as the input rotating element Ei. When the input torque TE transmitted to the ca1 and the second ring gear r2 (third rotating element e3) is transmitted to the first ring gear r1 and the second carrier ca2 (fourth rotating element e4) as the output rotating element Eo. Torque conversion ratio (= [intermediate output torque TM] / [input torque TE]). As apparent from the velocity diagrams shown in FIGS. 4, 5, 8, and 9, at this time, the input torque TE is multiplied by 1 / (1 + λs) and the first ring gear r1 as the output rotation element Eo and the first It is transmitted to the second carrier ca2. Therefore, the intermediate output torque TM transmitted to the output rotation element Eo at this time is TM = 1 / (1 + λs) TE.
Accordingly, the first damping ratio R1b is
R1b = 1 / (1 + λs) (2)
It becomes.

In the second differential gear device G2, the torque conversion ratio when the intermediate output torque TM transmitted to the output rotation element Eo is amplified and transmitted to the output shaft O is defined as a second amplification ratio R2a. In the present embodiment, when realizing the torque split low speed mode, the second differential gear device G2 amplifies the intermediate output torque TM transmitted to the output rotation element Eo and transmits it to the output shaft O. Here, the torque transmitted to the output shaft O in this way is referred to as “total output torque”. The second amplification ratio R2a is an intermediate output torque TM transmitted to the third sun gear s3 (third rotation element e3) with the third ring gear r3 (first rotation element e1) as a fulcrum in the second differential gear device G2. Is a torque conversion ratio (= [total output torque] / [intermediate output torque TM]) when being transmitted to the third carrier ca3 (second rotary element e2). As apparent from the velocity diagrams shown in FIGS. 4 and 5, at this time, the intermediate output torque TM is multiplied by (1 + λu) / λu and transmitted to the output shaft O via the third carrier ca3. Therefore, the total output torque transmitted to the output shaft O at this time is {(1 + λu) / λu} · TM.
Therefore, the second amplification ratio R2a is
R2a = (1 + λu) / λu (3)
It becomes.

On the other hand, in the second differential gear device G2, the torque conversion ratio when the intermediate output torque TM transmitted to the output rotation element Eo is attenuated and transmitted to the output shaft O is defined as a second damping ratio R2b. In the present embodiment, when realizing the torque converter high-speed mode, the second differential gear device G2 attenuates the intermediate output torque TM transmitted to the output rotation element Eo and transmits it to the output shaft O. The second damping ratio R2b is the intermediate output torque TM transmitted to the third carrier ca3 (second rotating element e2) with the third ring gear r3 (first rotating element e1) as a fulcrum in the second differential gear device G2. Is a torque conversion ratio (= [total output torque] / [intermediate output torque TM]) when being transmitted to the third sun gear s3 (third rotation element e3). As is apparent from the velocity diagrams shown in FIGS. 11 and 12, at this time, the intermediate output torque TM is multiplied by λu / (1 + λu) and transmitted to the output shaft O via the third sun gear s3. Therefore, the total output torque transmitted to the output shaft O at this time is {λu / (1 + λu)} · TM.
Therefore, the second damping ratio R2b is
R2b = λu / (1 + λu) (4)
It becomes.

  In this embodiment, in the torque converter reference mode and the torque split reference mode, the torque conversion ratio when the intermediate output torque TM transmitted to the output rotation element Eo of the first differential gear device G1 is transmitted to the output shaft O is used. A certain reference torque conversion ratio is set to “1”. Accordingly, in the torque converter reference mode and the torque split reference mode, the intermediate output torque TM output from the first differential gear device G1 is transmitted to the output shaft O as it is. Accordingly, the total torque conversion ratio in the torque converter reference mode is equal to the first amplification ratio R1a, and the total torque conversion ratio in the torque split reference mode is equal to the first damping ratio R1b. On the other hand, in the torque split low speed mode and the torque converter high speed mode, the intermediate output torque TM output from the first differential gear device G1 is amplified or attenuated by the second differential gear device G2 and transmitted to the output shaft O. . Accordingly, the total torque conversion ratio in the torque split low speed mode is equal to a value obtained by multiplying the first damping ratio R1b by the second amplification ratio R2a, and the total torque conversion ratio in the torque converter high speed mode is equal to the first amplification ratio R1a. It becomes equal to the value obtained by multiplying the second damping ratio R2b.

Therefore, the first differential gear device G1 and the second differential gear device G2 have a total torque conversion ratio (= [first damping ratio R1b] × [second amplification ratio R2a]) in the torque split low-speed mode as a torque converter. The total torque conversion ratio in the reference mode (the first amplification ratio R1a) is larger (a value on the torque amplification side) and the total torque conversion ratio in the torque converter high speed mode (= [first amplification ratio R1a] × [first 2 damping ratio R2b]) is set to a value (a value on the torque damping side) smaller than the total torque conversion ratio (first damping ratio R1b) in the torque split reference mode. That is, these torque conversion ratios are set so as to satisfy both the following expressions (5) and (6).
R1b × R2a> R1a (5)
R1a × R2b <R1b (6)
When the above formulas (1) to (4) are substituted into these formulas (5) and (6), the following formulas (7) and (8) are obtained. Therefore, the gear ratio of each rotating element of the first differential gear device G1 and the second differential gear device G2 is set so as to satisfy both of the equations (7) and (8).
(1 + λu) / {λu · (1 + λs)}> (1 + λt) (7)
{(1 + λt) · λu} / (1 + λu) <{1 / (1 + λs)} (8)

By the way, since it is clear that the first amplification ratio R1a is larger than the first attenuation ratio R1b, when both the above expressions (5) and (6) are satisfied, the following expression (9) is satisfied. Will be.
R1a * R2b <R1b <R1a <R1b * R2a (9)
Therefore, when the first differential gear device G1 and the second differential gear device G2 are set in this way, the four modes that the hybrid drive device H can realize are from the side with the large torque conversion ratio to the side with the small torque conversion ratio. The torque split low-speed mode, torque converter reference mode, torque split reference mode, and torque converter high-speed mode are in this order. Therefore, in this hybrid drive device H, the vehicle can travel by switching these four modes in the order of the total torque conversion ratio.

  At this time, it is preferable that the step (magnification) of the torque conversion ratio between two adjacent modes in the order of the total torque conversion ratio is set to be substantially equal to the step of the torque conversion ratio between the other modes. It is. Specifically, torque conversion ratio step between torque split low speed mode and torque converter reference mode, torque conversion ratio step between torque converter reference mode and torque split reference mode, torque split reference mode and torque converter It is preferable that the steps of the torque conversion ratio with respect to the high speed mode are set so as to be substantially equal to each other. For example, the gear ratio of each rotating element of the first differential gear device G1 is set so that the first amplification ratio R1a is about “1.38” and the first damping ratio R1b is about “0.7”. Each rotational element of the second differential gear unit G2 has a second amplification ratio R2a of about “3.89” and a second damping ratio R2b that is the reciprocal of the second amplification ratio R2a of about “0.26”. It is preferable to set the tooth ratio. In this case, the total torque conversion ratio in the torque split low speed mode is about “2.72”, the total torque conversion ratio in the torque converter reference mode is about “1.38”, and the total torque conversion ratio in the torque split reference mode is about “0”. .7 ”, the total torque conversion ratio in the torque converter high-speed mode is about“ 0.355 ”. Therefore, the torque conversion ratio steps between the modes are all about “1.97”. As a result, the degree of change in the driving force transmitted to the output shaft O between the modes can be made appropriate, and an appropriate driving force can be output over a wide rotational speed range of the output shaft O. Hereinafter, the operation state of the hybrid drive device H in each mode will be described in detail.

4). Torque split low-speed mode The torque split low-speed mode is one of the torque split modes described above, and is a mode in which the input torque TE is amplified and transmitted to the output shaft O than the torque converter reference mode described later. Therefore, in the torque split low speed mode, the intermediate torque that is attenuated with respect to the input torque TE by the first differential gear device G1 and transmitted to the output rotation element Eo so that the total torque conversion ratio is larger than that in the torque converter reference mode. The output torque TM is amplified by the second differential gear device G2 and transmitted to the output shaft O. As shown in FIG. 3, the torque split low speed mode is realized by putting the first clutch C1, the fourth clutch C4, and the brake B in the engaged state and putting the second clutch C2 and the third clutch C3 in the released state. Is done. As apparent from FIG. 1, when the first clutch C1 is engaged, the first ring gear r1 and the second carrier ca2 of the first differential gear device G1 become the output rotation element Eo, and the fourth clutch C4. When the brake B is engaged, the rotation of the output rotation element Eo is decelerated by the second differential gear device G2 and transmitted to the output shaft O. In this torque split low speed mode, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the negative direction as a reaction torque across the entire area.

  In the torque split low speed mode, as shown as a straight line G1 in FIG. 4 and FIG. 5, among the four rotating elements of the first differential gear device G1, the first rotating element e1, the third rotating element e3, and the fourth rotating element. Three rotating elements of element e4 are substantially used. Of these three rotating elements, the first carrier ca1 and the second ring gear r2 (third rotating element e3), which are intermediate in the order of the rotating speed, are input rotating elements Ei that are drivingly connected to the input shaft I. Yes. Further, the first ring gear r1 and the second carrier ca2 (fourth rotating element e4) which are on one side in the order of the rotational speed with respect to the input rotating element Ei are connected to the output shaft O via the second differential gear device G2. The first rotating electrical machine connecting element E1 in which the first sun gear s1 (first rotating element e1) on the other side in the order of the rotational speed is drivingly connected to the first rotating electrical machine MG1. It has become. At this time, the engine E outputs a positive torque corresponding to the required driving force while being controlled so as to be maintained in a state with high efficiency and low exhaust gas (generally along the optimum fuel consumption characteristics). An input torque TE is transmitted to the input rotation element Ei via the input shaft I. Further, the first rotating electrical machine MG1 functions as a reaction force receiver for the input torque TE by generating a negative MG1 torque T1 throughout the torque split low-speed mode. Thus, the first differential gear device G1 distributes the input torque TE to the output rotating element Eo and the first rotating electrical machine MG1, and the intermediate output torque TM attenuated with respect to the input torque TE using the MG1 torque T1 as a reaction force. Is transmitted to the output rotation element Eo. As described above, the first differential gear device G1 attenuates the input torque TE to 1 / (1 + λs) times (= first damping ratio R1b) and transmits it to the output rotation element Eo.

  In the torque split low speed mode, the second differential gear device G2 decelerates and transmits the rotation of the output rotation element Eo (first ring gear r1 and second carrier ca2) of the first differential gear device G1 to the output shaft O. At the same time, the intermediate output torque TM transmitted to the output rotation element Eo is amplified and transmitted to the output shaft O. That is, the second differential gear device G2 is connected to the output shaft O and the second shaft via the fourth clutch C4 to the third carrier ca3 that is intermediate in the order of the rotational speed, as shown as a straight line G2 in FIGS. The rotating electrical machine MG2 is drivingly connected. The third ring gear r3 on one side in the order of the rotational speed is fixed to the case Dc by the brake B, and the first differential is connected to the third sun gear s3 on the other side in the order of the rotational speed via the first clutch C1. The output rotation element Eo of the gear device G1 is drivingly connected. Therefore, the rotation of the output rotating element Eo of the first differential gear device G1 drivingly connected to the third sun gear s3 is transmitted to the output shaft O drivingly connected to the third carrier ca3. Therefore, the second differential gear device G2 amplifies the intermediate output torque TM transmitted to the output rotation element Eo and transmits it to the output shaft O. As described above, the second differential gear device G2 amplifies the intermediate output torque TM to (1 + λu) / λu times (= second amplification ratio R2a) and transmits it to the output shaft O.

  In the torque split low speed mode, the first rotating electrical machine MG1 outputs a negative MG1 torque T1 and transmits it to the first sun gear s1 as the first rotating electrical machine connecting element E1. The MG1 torque T1 transmitted from the first rotating electrical machine MG1 as described above is a reaction force against the input torque TE transmitted to the input rotation element Ei. In the torque split low speed mode, the first rotating electrical machine MG1 always outputs the MG1 torque T1 in the negative direction. When the vehicle runs at a low speed including a state where the rotation speed of the output shaft O is zero (when the vehicle starts), the rotation speed of the first rotating electrical machine MG1 is positive as shown in FIG. Thereafter, as the rotational speed (vehicle speed) of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 decreases. Then, as shown in FIG. 5, after passing through the point where the rotational speed of the first rotating electrical machine MG1 becomes zero and as shown in FIG. 6, the rotational speed of the first rotating electrical machine MG1 becomes negative, the torque converter reference Switching to the mode is performed. The first rotating electrical machine MG1 functions as a generator to generate electric power when the rotational speed is positive, and functions as a motor and powers when the rotational speed is negative. The point where the rotation speed of the first rotating electrical machine MG1 becomes zero is that the work by the input torque TE transmitted from the input shaft I (engine E) is not converted into electric power, that is, electric conversion is not performed. Yes. In the present embodiment, this point is referred to as “non-electric conversion point” for convenience.

  Further, in this torque split low speed mode, the second rotating electrical machine MG2 basically outputs a positive MG2 torque T2 to be transmitted to the output shaft O via the second differential gear device G2. Assist the torque TM. However, the second rotating electrical machine MG2 may output a negative MG2 torque T2 in accordance with the operating state of the first rotating electrical machine MG1. That is, in the present embodiment, the rotation speed of the second rotating electrical machine MG2 is always positive. Then, the second rotating electrical machine MG2 outputs MG2 torque T2 having a direction corresponding to the operating state of the first rotating electrical machine MG1. Specifically, as shown in FIG. 4, when the rotation speed of the first rotating electrical machine MG1 is positive and the first rotating electrical machine MG1 is generating electric power, the second rotating electrical machine MG2 is driven by the first rotating electrical machine MG1. It consumes the generated power and functions as a motor to power and output positive torque. Further, as indicated by a broken line arrow in FIG. 6, when the rotation speed of the first rotating electrical machine MG1 is negative and the first rotating electrical machine MG1 is powering, the second rotating electrical machine MG2 is connected to the first rotating electrical machine MG1. In order to generate electric power to be consumed, it functions as a generator to generate electric power and output negative torque. On the other hand, as shown in FIG. 5, the MG2 torque T2 output by the second rotating electrical machine MG2 is set to zero at the non-electric conversion point where the rotational speed of the first rotating electrical machine MG1 becomes zero. As described above, when the first rotary electric machine MG1 and the second rotary electric machine MG2 are in a state where neither the power generation nor the power running is performed during the torque split low speed mode, the work of the input shaft I (engine E) is converted into electric power. Loss can be reduced, and the energy efficiency of the hybrid drive device H can be increased. In addition, when the first rotating electrical machine MG1 and the second rotating electrical machine MG2 generate or power run, one of them consumes the generated power and powers the other, so that the overall power balance of the hybrid controller H is basically determined. Can be zero. Therefore, since the state of charge of the battery 11 as the power storage device can be kept from changing greatly, the torque split low speed mode can be executed for a long time. As described above, when the rotation speed of the output shaft O gradually increases from the zero state, the rotation speed of the first rotating electrical machine MG1 changes from positive to zero through negative. Accordingly, the second rotating electrical machine MG2 changes from a state in which a positive torque is output to a state in which a negative torque is output through a zero torque state.

As described above, in the torque split low speed mode, the total torque conversion ratio until the input torque TE transmitted to the input rotation element Ei is transmitted to the output shaft O is multiplied by the first damping ratio R1b and the second amplification ratio R2a. Is equal to the value obtained. Therefore, the total torque conversion ratio in the torque split low speed mode is obtained by the following equation (10).
Total torque conversion ratio = (1 + λu) / {λu · (1 + λs)} (10)
As described above, when the first damping ratio R1b is set to about “0.7” and the second amplification ratio R2a is set to about “3.89”, the total torque conversion ratio in the torque split low speed mode is about “2.72”. In this case, the input torque TE is amplified about 2.72 times and transmitted to the output shaft O. Further, MG2 torque T2 output from the second rotary electric machine MG2 is also transmitted to the output shaft O.

  As described above, in the torque split low speed mode, the input torque TE transmitted from the input shaft I (engine E) to the input rotation element Ei is amplified with the largest torque conversion ratio and transmitted to the output shaft O. Therefore, it is suitable as the first low speed mode used in the region where the vehicle speed is the lowest. In the present embodiment, in the torque split low speed mode, the rotational speed of the output shaft O and the third carrier ca3 matches the rotational speed of the second sun gear s2 from the state where the rotational speed of the output shaft O is zero (when the vehicle starts). It is used until it becomes a state. Specifically, in the torque split low speed mode, when the rotational speed of the engine E is constant, the rotational speed of the first rotating electrical machine MG1 is decreased from the state where the rotational speed of the output shaft O is zero, whereby the output shaft O and the rotational speed of the second rotating electrical machine MG2 are gradually increased to start the vehicle. When the rotation speed of the output shaft O increases and the rotation speed of the output shaft O and the third carrier ca3 coincides with the rotation speed of the second sun gear s2, the third clutch C3 is engaged and the brake B is released. Then, the torque split low speed mode can be switched to the torque converter reference mode. This mode switching is a synchronous switching in which the engaging members on both sides of the third clutch C3 engaged at this time are engaged in the same rotational speed.

5. Torque Converter Reference Mode The torque converter reference mode is one of the torque converter modes described above, and is an intermediate output torque that is amplified with respect to the input torque TE and transmitted to the output rotation element Eo by the first differential gear device G1. In this mode, TM is transmitted to the output shaft O at a predetermined reference torque conversion ratio. In the present embodiment, in the torque converter reference mode, the output rotation element Eo is drive-coupled so as to rotate integrally with the output shaft O. As a result, the reference torque conversion ratio becomes “1”, and the intermediate output torque TM transmitted to the output rotation element Eo is transmitted to the output shaft O as it is. As shown in FIG. 3, the torque converter reference mode is realized by bringing the first clutch C1, the third clutch C3, and the fourth clutch C4 into the engaged state and bringing the second clutch C2 and the brake B into the released state. Is done. As apparent from FIG. 1, when the third clutch C3 is engaged, the second sun gear s2 of the first differential gear device G1 becomes the output rotation element Eo, and the fourth clutch C4 is engaged. As a result, the output rotation element Eo rotates integrally with the output shaft O. Further, when the first clutch C1 and the third clutch C3 are engaged, the first differential gear device G1 and the second differential gear device G2 are integrally operated, and FIG. As shown in FIG. 7 and FIG. 7, the line representing the first differential gear device G1 and the line representing the second differential gear device G2 are collinear on the velocity diagram. In the torque converter reference mode, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the positive direction as a reaction force torque in the entire region.

  In the torque converter reference mode, as shown as a straight line G1 in FIGS. 6 and 7, among the four rotating elements of the first differential gear device G1, the first rotating element e1, the second rotating element e2, and the third rotating element. Three rotating elements of element e3 are substantially used. Of these three rotating elements, the second sun gear s2 (second rotating element e2) that is intermediate in the order of the rotating speed is an output rotating element Eo that is drivingly connected to the output shaft O. Further, with respect to the output rotation element Eo, the first carrier ca1 and the second ring gear r2 (third rotation element e3) on one side in the order of the rotation speed become an input rotation element Ei that is drivingly connected to the input shaft I. The first sun gear s1 (first rotating element e1) on the other side in the order of the rotational speed is a first rotating electrical machine connecting element E1 that is drivingly connected to the first rotating electrical machine MG1. At this time, the engine E outputs a positive torque corresponding to the required driving force while being controlled so as to be maintained in a state with high efficiency and low exhaust gas (generally along the optimum fuel consumption characteristics). An input torque TE is transmitted to the input rotation element Ei via the input shaft I. Further, the first rotating electrical machine MG1 generates a positive MG1 torque T1 over the entire range of the torque converter reference mode, and functions as a reaction force receiver for the input torque TE. Accordingly, the first differential gear device G1 combines the input torque TE and the MG1 torque T1, and transmits the intermediate output torque TM amplified with respect to the input torque TE to the output rotation element Eo. As described above, the first differential gear device G1 amplifies the input torque TE by 1 + λt (= first amplification ratio R1a) and transmits it to the output rotation element Eo.

  In the torque converter reference mode, the second sun gear s2 that is the output rotation element Eo of the first differential gear device G1 rotates integrally with the output shaft O via the third clutch C3, the third carrier ca3, and the fourth clutch C4. It becomes a state to do. Therefore, in the torque converter reference mode, the second differential gear device G2 does not substantially function, and the rotation of the output rotation element Eo of the first differential gear device G1 is transmitted to the output shaft O as it is, and the output The intermediate output torque TM transmitted to the rotating element Eo is also transmitted to the output shaft O as it is.

  In the torque converter reference mode, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the positive direction and transmits it to the first sun gear s1 as the first rotating electrical machine connecting element E1. The MG1 torque T1 transmitted from the first rotating electrical machine MG1 as described above is a reaction force against the input torque TE transmitted to the input rotation element Ei. In the torque converter reference mode, the first rotating electrical machine MG1 always outputs the MG1 torque T1 in the positive direction. As shown in FIG. 6, when the rotation speed of the output shaft O is relatively low, the rotation speed of the first rotating electrical machine MG1 is negative. Thereafter, as the rotational speed (vehicle speed) of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 also increases. Then, as shown in FIG. 7, after passing through the point where the rotational speed of the first rotating electrical machine MG1 becomes zero and as shown in FIG. 8, the rotational speed of the first rotating electrical machine MG1 becomes positive, the torque split reference Switching to the mode is performed. The first rotating electrical machine MG1 functions as a generator to generate electric power when the rotational speed is negative, and functions as a motor and powers when the rotational speed is positive. The point at which the rotational speed of the first rotating electrical machine MG1 becomes zero is that the work by the input torque TE transmitted from the input shaft I (engine E) is not converted into electric power (electrical conversion is not performed). It has become.

  In the torque converter reference mode, the second rotating electrical machine MG2 assists the intermediate output torque TM transmitted to the output shaft O by basically outputting the positive MG2 torque T2. However, the second rotating electrical machine MG2 may output a negative MG2 torque T2 in accordance with the operating state of the first rotating electrical machine MG1. That is, in the present embodiment, the rotation speed of the second rotating electrical machine MG2 is always positive. Then, the second rotating electrical machine MG2 outputs MG2 torque T2 having a direction corresponding to the operating state of the first rotating electrical machine MG1. Specifically, as shown in FIG. 6, when the rotation speed of the first rotating electrical machine MG1 is negative and the first rotating electrical machine MG1 is generating electric power, the second rotating electrical machine MG2 is driven by the first rotating electrical machine MG1. It consumes the generated power and functions as a motor to power and output positive torque. Further, as indicated by a broken line arrow in FIG. 8, when the rotation speed of the first rotating electrical machine MG1 is positive and the first rotating electrical machine MG1 is powering, the second rotating electrical machine MG2 is connected to the first rotating electrical machine MG1. In order to generate electric power to be consumed, it functions as a generator to generate electric power and output negative torque. On the other hand, as shown in FIG. 7, the MG2 torque T2 output by the second rotating electrical machine MG2 is set to zero at the non-electric conversion point where the rotational speed of the first rotating electrical machine MG1 becomes zero. As described above, when the first rotary electric machine MG1 and the second rotary electric machine MG2 have neither power generation nor power running during the torque converter reference mode, the work of the input shaft I (engine E) is converted into electric power. Loss can be reduced, and the energy efficiency of the hybrid drive device H can be increased. In addition, when the first rotating electrical machine MG1 and the second rotating electrical machine MG2 generate or power run, one of them consumes the generated power and powers the other, so that the overall power balance of the hybrid controller H is basically determined. Can be zero. Therefore, since the state of charge of the battery 11 as the power storage device can be made not to fluctuate greatly, the torque converter reference mode can be executed for a long time. As described above, when the rotational speed of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 changes from negative to positive through zero. Accordingly, the second rotating electrical machine MG2 changes from a state in which a positive torque is output to a state in which a negative torque is output through a zero torque state.

As described above, in the torque converter reference mode, the total torque conversion ratio until the input torque TE transmitted to the input rotation element Ei is transmitted to the output shaft O is equal to the first amplification ratio R1a. Therefore, the total torque conversion ratio in the torque converter reference mode is obtained by the following equation (11).
Total torque conversion ratio = 1 + λt (11)
As described above, when the first amplification ratio R1a is set to be about “1.38”, the total torque conversion ratio in the torque converter reference mode is also about “1.38”. In this case, the input torque TE is amplified about 1.38 times and transmitted to the output shaft O. Further, MG2 torque T2 output from the second rotary electric machine MG2 is also transmitted to the output shaft O.

  As described above, the torque converter reference mode amplifies the input torque TE transmitted from the input shaft I (engine E) to the input rotation element Ei with the second largest torque conversion ratio after the torque split low speed mode. Therefore, it is suitable as a second low speed mode used in a region where the vehicle speed is the second lowest. In the present embodiment, in the torque converter reference mode, in the torque split low speed mode, the rotational speed of the output shaft O gradually increases, and the rotational speed of the output shaft O and the third carrier ca3 matches the rotational speed of the second sun gear s2. It is used in a state where the rotation speed of the output shaft O is higher than that in the state. Specifically, in the torque converter reference mode, when the rotation speed of the engine E is constant, the rotation of the first rotating electrical machine MG1 starts from the state where the rotation speed of the output shaft O matches the rotation speed of the second sun gear s2. By increasing the speed, the rotational speed of the output shaft O and the second rotating electrical machine MG2 is gradually increased to accelerate the vehicle. Then, when the rotational speed of the output shaft O increases and the rotational speeds of the output shaft O and the third carrier ca3 coincide with the rotational speeds of the first ring gear r1, the second carrier ca2, and the third sun gear s3, When the second clutch C2 is engaged and the fourth clutch C4 is released, the torque converter reference mode is switched to the torque split reference mode. This mode switching is a synchronous switching in which the engaging members on both sides of the second clutch C2 engaged at this time are engaged in the same state.

6). Torque split reference mode The torque split reference mode is one of the torque split modes described above, and is an intermediate output torque that is attenuated with respect to the input torque TE by the first differential gear device G1 and transmitted to the output rotation element Eo. In this mode, TM is transmitted to the output shaft O at a predetermined reference torque conversion ratio. In the present embodiment, in the torque split reference mode, the output rotation element Eo is drive-coupled so as to rotate integrally with the output shaft O. As a result, the reference torque conversion ratio becomes “1”, and the intermediate output torque TM transmitted to the output rotation element Eo is transmitted to the output shaft O as it is. As shown in FIG. 3, the torque split reference mode is realized by bringing the first clutch C1, the second clutch C2, and the third clutch C3 into the engaged state and putting the fourth clutch C4 and the brake B into the released state. Is done. As apparent from FIG. 1, when the first clutch C1 is engaged, the first ring gear r1 and the second carrier ca2 of the first differential gear device G1 become the output rotation element Eo, and the second clutch C2 Is engaged, the output rotation element Eo rotates together with the output shaft O. Further, when the first clutch C1 and the third clutch C3 are engaged, the first differential gear device G1 and the second differential gear device G2 are integrally operated, and FIG. As shown in FIG. 9 and FIG. 9, the line representing the first differential gear unit G1 and the line representing the second differential gear unit G2 are collinear on the velocity diagram. In this torque split reference mode, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the negative direction as a reaction torque across the entire area.

  In the torque split reference mode, as shown as a straight line G1 in FIGS. 8 and 9, among the four rotating elements of the first differential gear device G1, the first rotating element e1, the third rotating element e3, and the fourth rotating element. Three rotating elements of element e4 are substantially used. Of these three rotating elements, the first carrier ca1 and the second ring gear r2 (third rotating element e3), which are intermediate in the order of the rotating speed, are input rotating elements Ei that are drivingly connected to the input shaft I. Yes. Further, the first ring gear r1 and the second carrier ca2 (fourth rotating element e4) which are on one side in the order of the rotational speed with respect to the input rotating element Ei are connected to the output shaft O via the second differential gear device G2. The first rotating electrical machine connecting element E1 in which the first sun gear s1 (first rotating element e1) on the other side in the order of the rotational speed is drivingly connected to the first rotating electrical machine MG1. It has become. At this time, the engine E outputs a positive torque corresponding to the required driving force while being controlled so as to be maintained in a state with high efficiency and low exhaust gas (generally along the optimum fuel consumption characteristics). An input torque TE is transmitted to the input rotation element Ei via the input shaft I. Further, the first rotating electrical machine MG1 generates a negative MG1 torque T1 throughout the torque split reference mode, and functions as a reaction force receiver for the input torque TE. Thus, the first differential gear device G1 distributes the input torque TE to the output rotating element Eo and the first rotating electrical machine MG1, and the intermediate output torque TM attenuated with respect to the input torque TE using the MG1 torque T1 as a reaction force. Is transmitted to the output rotation element Eo. As described above, the first differential gear device G1 attenuates the input torque TE to 1 / (1 + λs) times (= first damping ratio R1b) and transmits it to the output rotation element Eo.

  In the torque split reference mode, the first ring gear r1 and the second carrier ca2, which are output rotation elements Eo of the first differential gear device G1, are output via the first clutch C1, the third sun gear s3, and the second clutch C2. The shaft O and the shaft O rotate together. Accordingly, in the torque split reference mode, the second differential gear device G2 does not substantially function, and the rotation of the output rotation element Eo of the first differential gear device G1 is transmitted to the output shaft O as it is, and the output The intermediate output torque TM transmitted to the rotating element Eo is also transmitted to the output shaft O as it is.

  In the torque split reference mode, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the negative direction and transmits it to the first sun gear s1 as the first rotating electrical machine connecting element E1. The MG1 torque T1 transmitted from the first rotating electrical machine MG1 as described above is a reaction force against the input torque TE transmitted to the input rotation element Ei. In the torque split reference mode, the first rotating electrical machine MG1 always outputs the MG1 torque T1 in the negative direction. When the rotation speed of the output shaft O is relatively low, the rotation speed of the first rotating electrical machine MG1 is positive as shown in FIG. Thereafter, as the rotational speed (vehicle speed) of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 decreases. 9 passes through a point where the rotation speed of the first rotating electrical machine MG1 becomes zero, and as shown in FIG. Switching to the mode is performed. The first rotating electrical machine MG1 functions as a generator to generate electric power when the rotational speed is positive, and functions as a motor and powers when the rotational speed is negative. The point at which the rotational speed of the first rotating electrical machine MG1 becomes zero is that the work by the input torque TE transmitted from the input shaft I (engine E) is not converted into electric power (electrical conversion is not performed). It has become.

  In the torque split reference mode, the second rotating electrical machine MG2 assists the intermediate output torque TM transmitted to the output shaft O by basically outputting the positive MG2 torque T2. However, the second rotating electrical machine MG2 may output a negative MG2 torque T2 in accordance with the operating state of the first rotating electrical machine MG1. That is, in the present embodiment, the rotation speed of the second rotating electrical machine MG2 is always positive. Then, the second rotating electrical machine MG2 outputs MG2 torque T2 having a direction corresponding to the operating state of the first rotating electrical machine MG1. Specifically, as shown in FIG. 8, when the rotation speed of the first rotating electrical machine MG1 is positive and the first rotating electrical machine MG1 is generating electric power, the second rotating electrical machine MG2 is driven by the first rotating electrical machine MG1. It consumes the generated power and functions as a motor to power and output positive torque. Further, as indicated by a broken line arrow in FIG. 10, when the rotation speed of the first rotating electrical machine MG1 is negative and the first rotating electrical machine MG1 is powering, the second rotating electrical machine MG2 In order to generate electric power to be consumed, it functions as a generator to generate electric power and output negative torque. On the other hand, as shown in FIG. 9, the MG2 torque T2 output by the second rotating electrical machine MG2 is set to zero at the non-electric conversion point where the rotational speed of the first rotating electrical machine MG1 becomes zero. As described above, when the first rotating electrical machine MG1 and the second rotating electrical machine MG2 do not generate or perform power during the torque split reference mode, the work of the input shaft I (engine E) is converted into electric power. Loss can be reduced, and the energy efficiency of the hybrid drive device H can be increased. In addition, when the first rotating electrical machine MG1 and the second rotating electrical machine MG2 generate or power run, one of them consumes the generated power and powers the other, so that the overall power balance of the hybrid controller H is basically determined. Can be zero. Therefore, since the state of charge of the battery 11 as the power storage device can be kept from changing greatly, the torque split reference mode can be executed for a long time. As described above, when the rotational speed of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 changes from positive to negative through zero. Accordingly, the second rotating electrical machine MG2 changes from a state in which a positive torque is output to a state in which a negative torque is output through a zero torque state.

As described above, in the torque split reference mode, the total torque conversion ratio until the input torque TE transmitted to the input rotation element Ei is transmitted to the output shaft O is equal to the first damping ratio R1b. Therefore, the total torque conversion ratio in the torque split reference mode is obtained by the following equation (12).
Total torque conversion ratio = 1 / (1 + λs) (12)
As described above, when the first damping ratio R1b is set to be about “0.7”, the total torque conversion ratio in the torque split reference mode is also about “0.7”. In this case, the input torque TE is attenuated by about 0.7 times and transmitted to the output shaft O. Further, MG2 torque T2 output from the second rotary electric machine MG2 is also transmitted to the output shaft O.

  As described above, in the torque split reference mode, the input torque TE transmitted from the input shaft I (engine E) to the input rotation element Ei is the second smallest torque conversion ratio after the torque converter high speed mode described later. Since it can be attenuated and transmitted to the output shaft O, it is suitable as a medium speed mode used in a region where the vehicle speed is the second highest. In the present embodiment, in the torque split reference mode, the rotation speed of the output shaft O gradually increases in the torque converter reference mode, and the rotation speed of the output shaft O and the third carrier ca3 matches the rotation speed of the third sun gear s3. It is used in a state where the rotation speed of the output shaft O is higher than that in the state. Specifically, in the torque split reference mode, when the rotation speed of the engine E is constant, the rotation of the first rotating electrical machine MG1 starts from the state in which the rotation speed of the output shaft O matches the rotation speed of the third sun gear s3. By reducing the speed, the rotational speed of the output shaft O and the second rotating electrical machine MG2 is gradually increased to accelerate the vehicle. When the rotation speed of the output shaft O increases and the rotation speed of the first rotating electrical machine MG1 decreases and the rotation speed of the third ring gear r3 becomes zero, the brake B is engaged and the first clutch C1 is engaged. When released, the torque split reference mode is switched to the torque converter high speed mode. This mode switching is a synchronous switching in which the engaging members on both sides of the brake B engaged at this time are engaged in the same rotational speed.

7). Torque converter high-speed mode The torque converter high-speed mode is one of the torque converter modes described above, and is a mode in which the input torque TE is attenuated and transmitted to the output shaft O as compared with the torque split reference mode described above. Thus, in the torque converter high-speed mode, the first differential gear device G1 amplifies the input torque TE and transmits it to the output rotation element Eo so that the total torque conversion ratio becomes smaller than that in the torque split reference mode. The output torque TM is attenuated by the second differential gear device G2 and transmitted to the output shaft O. As shown in FIG. 3, the torque converter high-speed mode is realized by putting the second clutch C2, the third clutch C3, and the brake B in the engaged state and putting the first clutch C1 and the fourth clutch C4 in the released state. Is done. As apparent from FIG. 1, when the third clutch C3 is engaged, the second sun gear s2 of the first differential gear device G1 becomes the output rotation element Eo, and the second clutch C2 and the brake B are engaged. As a result, the rotation of the output rotation element Eo is accelerated by the second differential gear device G2 and transmitted to the output shaft O. In this torque converter high-speed mode, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the positive direction as a reaction force torque in the entire region.

  In the torque converter high-speed mode, as shown as a straight line G1 in FIGS. 11 and 12, among the four rotating elements of the first differential gear device G1, the first rotating element e1, the second rotating element e2, and the third rotating element. Three rotating elements of element e3 are substantially used. Of these three rotating elements, an output rotation in which the second sun gear s2 (second rotating element e2), which is intermediate in the order of rotation speed, is drivingly connected to the output shaft O via the second differential gear device G2. Element Eo. Further, with respect to the output rotation element Eo, the first carrier ca1 and the second ring gear r2 (third rotation element e3) on one side in the order of the rotation speed become an input rotation element Ei that is drivingly connected to the input shaft I. The first sun gear s1 (first rotating element e1) on the other side in the order of the rotational speed is a first rotating electrical machine connecting element E1 that is drivingly connected to the first rotating electrical machine MG1. At this time, the engine E outputs a positive torque corresponding to the required driving force while being controlled so as to be maintained in a state with high efficiency and low exhaust gas (generally along the optimum fuel consumption characteristics). An input torque TE is transmitted to the input rotation element Ei via the input shaft I. Further, the first rotating electrical machine MG1 generates a positive MG1 torque T1 throughout the entire torque converter high-speed mode, and functions as a reaction force receiver for the input torque TE. Accordingly, the first differential gear device G1 combines the input torque TE and the MG1 torque T1, and transmits the intermediate output torque TM amplified with respect to the input torque TE to the output rotation element Eo. As described above, the first differential gear device G1 amplifies the input torque TE by 1 + λt (= first amplification ratio R1a) and transmits it to the output rotation element Eo.

  In the torque converter high-speed mode, the second differential gear device G2 accelerates and transmits the rotation of the output rotation element Eo (second sun gear s2) of the first differential gear device G1 to the output shaft O, and also outputs the rotation. The intermediate output torque TM transmitted to the element Eo is attenuated and transmitted to the output shaft O. That is, the second differential gear device G2 is connected to the first differential gear device via the third clutch C3 on the third carrier ca3 that is intermediate in the order of the rotational speed, as shown as a straight line G2 in FIGS. The output rotation element Eo of G1 is drivingly connected. The third ring gear r3 on one side in the order of the rotational speed is fixed to the case Dc by the brake B, and the output shaft O and the third sun gear s3 on the other side in the order of the rotational speed are connected to the output shaft O and the second clutch C2. Second rotating electrical machine MG2 is drivingly connected. Therefore, the rotation of the output rotation element Eo of the first differential gear device G1 drivingly connected to the third carrier ca3 is transmitted to the output shaft O drivingly connected to the third sun gear s3. Therefore, the second differential gear device G2 attenuates the intermediate output torque TM transmitted to the output rotation element Eo and transmits it to the output shaft O. As described above, the second differential gear device G2 attenuates the intermediate output torque TM to λu / (1 + λu) times (= second damping ratio R2b) and transmits it to the output shaft O.

  In the torque converter high-speed mode, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the positive direction and transmits it to the first sun gear s1 as the first rotating electrical machine connecting element E1. The MG1 torque T1 transmitted from the first rotating electrical machine MG1 as described above is a reaction force against the input torque TE transmitted to the input rotation element Ei. In the torque converter high-speed mode, the first rotating electrical machine MG1 always outputs the MG1 torque T1 in the positive direction. As shown in FIG. 10, when the rotation speed of the output shaft O is relatively low, the rotation speed of the first rotating electrical machine MG1 is negative. Thereafter, as the rotational speed (vehicle speed) of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 also increases. Then, as shown in FIG. 11, it passes through a point where the rotational speed of the first rotating electrical machine MG1 becomes zero, and as shown in FIG. 12, the rotational speed of the first rotating electrical machine MG1 becomes positive. The first rotating electrical machine MG1 functions as a generator to generate electric power when the rotational speed is negative, and functions as a motor and powers when the rotational speed is positive. The point at which the rotational speed of the first rotating electrical machine MG1 becomes zero is that the work by the input torque TE transmitted from the input shaft I (engine E) is not converted into electric power (electrical conversion is not performed). It has become.

  In the torque converter high-speed mode, the second rotating electrical machine MG2 basically assists the intermediate output torque TM transmitted to the output shaft O by outputting the positive MG2 torque T2. However, the second rotating electrical machine MG2 may output a negative MG2 torque T2 in accordance with the operating state of the first rotating electrical machine MG1. That is, in the present embodiment, the rotation speed of the second rotating electrical machine MG2 is always positive. Then, the second rotating electrical machine MG2 outputs MG2 torque T2 having a direction corresponding to the operating state of the first rotating electrical machine MG1. Specifically, as shown in FIG. 10, when the rotation speed of the first rotating electrical machine MG1 is negative and the first rotating electrical machine MG1 is generating power, the second rotating electrical machine MG2 is driven by the first rotating electrical machine MG1. It consumes the generated power and functions as a motor to power and output positive torque. As shown in FIG. 12, when the rotation speed of the first rotating electrical machine MG1 is positive and the first rotating electrical machine MG1 is powering, the second rotating electrical machine MG2 consumes power consumed by the first rotating electrical machine MG1. To generate electric power by generating a negative torque. On the other hand, as shown in FIG. 11, the MG2 torque T2 output by the second rotating electrical machine MG2 is set to zero at the non-electric conversion point where the rotational speed of the first rotating electrical machine MG1 becomes zero. As described above, when both the first rotating electrical machine MG1 and the second rotating electrical machine MG2 have a state in which neither power generation nor power running is performed during the torque converter high-speed mode, the work of the input shaft I (engine E) is converted into electric power. Loss can be reduced, and the energy efficiency of the hybrid drive device H can be increased. In addition, when the first rotating electrical machine MG1 and the second rotating electrical machine MG2 generate or power run, one of them consumes the generated power and powers the other, so that the overall power balance of the hybrid controller H is basically determined. Can be zero. Therefore, since the state of charge of the battery 11 as the power storage device can be made not to fluctuate greatly, the torque converter high-speed mode can be executed for a long time. As described above, when the rotational speed of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 changes from negative to positive through zero. Accordingly, the second rotating electrical machine MG2 changes from a state in which a positive torque is output to a state in which a negative torque is output through a zero torque state.

As described above, in the torque converter high-speed mode, the total torque conversion ratio until the input torque TE transmitted to the input rotation element Ei is transmitted to the output shaft O is multiplied by the first amplification ratio R1a and the second damping ratio R2b. Is equal to the value obtained. Therefore, the total torque conversion ratio in the torque converter high-speed mode is obtained by the following equation (13).
Total torque conversion ratio = {(1 + λt) · λu} / (1 + λu) (13)
As described above, when the first amplification ratio R1a is set to about “1.38” and the second damping ratio R2b is set to about “0.26”, the total torque conversion ratio in the torque converter high-speed mode is about “0.355”. In this case, the input torque TE is attenuated about 0.355 times and transmitted to the output shaft O. Further, MG2 torque T2 output from the second rotary electric machine MG2 is also transmitted to the output shaft O.

  As described above, in the torque converter high-speed mode, the input torque TE transmitted from the input shaft I (engine E) to the input rotation element Ei is attenuated with the smallest torque conversion ratio and transmitted to the output shaft O. Therefore, it is suitable as a high-speed mode used in a region where the vehicle speed is the highest. In the present embodiment, in the torque converter high-speed mode, the rotation speed of the output shaft O gradually increases in the torque split reference mode, and the rotation speed is equal to or higher than the rotation speed of the output shaft O when the rotation speed of the third ring gear r3 becomes zero. Used at speed. Specifically, in the torque converter high-speed mode, when the rotational speed of the engine E is constant, by increasing the rotational speed of the first rotating electrical machine MG1 from the state where the rotational speed of the third ring gear r3 becomes zero, The vehicle is accelerated by gradually increasing the rotational speeds of the output shaft O and the second rotating electrical machine MG2. This torque converter high speed mode is used up to the maximum speed of the vehicle.

8). Next, the theoretical transmission efficiency of the hybrid drive apparatus H according to this embodiment will be described. FIG. 13 is a graph showing the relationship between the theoretical transmission efficiency (vertical axis) and the input / output rotational speed ratio (horizontal axis) in the hybrid drive apparatus H. The input / output rotational speed ratio is a ratio between the rotational speed of the output shaft O and the rotational speed of the input shaft I. Here, the rotational speed of the input shaft I is divided by the rotational speed of the output shaft O. The value of the input / output rotational speed ratio indicated on the horizontal axis in FIG. 13 is an example. As described above, the first amplification ratio R1a is about “1.38” and the first attenuation ratio R1b is about “0. 7 ", the second amplification ratio R2a is about" 3.89 ", and the second damping ratio R2b is about" 0.26 ". An example in which the tooth number ratios λs, λt, and λu are set is shown. Here, the theoretical transmission efficiency relates to the transmission efficiency until the output (power) of the engine E (input shaft I) is transmitted to the output shaft O, and is mechanically transmitted via a mechanical transmission member such as a gear. Assuming that the transmission efficiency is 100%, the transmission efficiency is calculated assuming that the transmission efficiency once converted to electric power by the first rotating electrical machine MG1 and the second rotating electrical machine MG2 is 90%. Yes. Accordingly, the rotational speed of the first rotating electrical machine MG1 that functions as a reaction force receiver for the input torque TE is zero, and the theoretical transmission efficiency is 100% at the non-electric conversion point where the electric conversion is not performed. The theoretical transmission efficiency increases as the absolute value of the rotational speed of the first rotating electrical machine MG1 or the second rotating electrical machine MG2 increases and the rate at which the output (power) of the engine E (input shaft I) is converted into electric power increases. Becomes lower.

  The four chevron lines shown in FIG. 13 represent the theoretical transmission efficiency of each mode, the solid line is the torque split low speed mode, the broken line is the torque converter reference mode, the one-dot chain line is the torque split reference mode, and the two-dot chain line is It represents the torque converter high-speed mode. Further, in this figure, among the lines representing the theoretical transmission efficiency of each mode, the thick line portion is used, and the thin line portion is a region that is not used after being switched to another mode. As shown in this figure, in this embodiment, a mode having the highest theoretical transmission efficiency is selected and used from among a plurality of modes according to the value of the input / output rotational speed ratio. As described above, the input / output rotational speed ratio of the switching point at which each mode is switched to another adjacent mode is the rotation of the engaging members on both sides of the engaging element (clutch or brake) that is engaged when the mode is switched. It corresponds to a synchronous switching point that is engaged with the same speed.

  As described above, in this hybrid drive device H, when the mode is sequentially switched as the rotational speed of the output shaft O increases (the input / output rotational speed ratio decreases) with respect to the rotational speed of the input shaft I, the first rotating electrical machine The direction of the MG1 torque T1 of MG1 is alternately switched between the negative direction and the positive direction for each mode, whereby the rotational speed of the first rotating electrical machine MG1 alternately increases and decreases for each mode. As a result, the hybrid drive device H according to the present embodiment has a period from the switching mode (synchronous switching point) to another mode adjacent in the order of the total torque conversion ratio for all of the plurality of modes provided to be switchable. In addition, the first rotating electrical machine MG1 is configured to pass through an electroless conversion point where the rotational speed becomes zero. As a result, as shown in FIG. 13, in all of the plurality of modes provided for switching, the theoretical transmission efficiency is always 100% in the process of accelerating or decelerating the vehicle (changing the input / output rotational speed ratio). Will pass through the point. As a result, the absolute value of the rotational speed of the first rotating electrical machine MG1 that receives the reaction force against the input torque TE can be kept relatively low, so that the work of the input shaft I (engine E) is lost due to power conversion. The energy efficiency of the hybrid drive device H can be increased.

2. Other Embodiments (1) In the above-described embodiment, the hybrid drive device H includes a torque split low speed mode, a torque converter reference mode, a torque split reference mode, and a torque converter high speed mode that can be switched in this order. Explained the case. However, the embodiment of the present invention is not limited to this, and the hybrid drive device H includes a torque split low speed mode, a torque converter reference mode, and a torque split reference mode that can be switched in this order, Alternatively, it is also one of preferred embodiments of the present invention that the three modes of the torque converter reference mode, the torque split reference mode, and the torque converter high-speed mode can be switched in this order. In addition to these three or four modes, another one or two or more modes can be suitably switched. In any case, it is preferable that the torque converter mode and the torque split mode are alternately switched in the order of the total torque conversion ratio. For example, in addition to the four modes described in the above embodiment, a torque converter low speed mode (third torque converter mode) that amplifies the input torque TE and transmits it to the output shaft O than the torque split low speed mode, and a torque converter high speed It is also preferable to have a configuration in which at least one of the torque split high speed mode (third torque split mode) in which the input torque TE is attenuated and transmitted to the output shaft O than the mode is further switchable.

(2) In the above embodiment, the torque when the intermediate output torque TM transmitted to the output rotation element Eo of the first differential gear device G1 is transmitted to the output shaft O in the torque converter reference mode and the torque split reference mode. The case where the reference torque conversion ratio, which is the conversion ratio, is “1” has been described as an example. However, the embodiment of the present invention is not limited to this, and the reference torque conversion ratio is set to a value other than “1”, for example, a value on the torque amplification side such as “1.5” or “2”. Alternatively, setting a value on the torque attenuation side such as “0.5” or “0.75” is also one of the preferred embodiments of the present invention. Further, the first amplification ratio R1a, the first attenuation ratio R1b, the second amplification ratio R2a, and the second attenuation ratio R2b are not limited to the values exemplified in the above embodiment, but are values that satisfy the above conditions. Can be set as appropriate.

(3) In the above-described embodiment, the rotation speed of the first rotating electrical machine MG <b> 1 until all of the plurality of modes provided for switching are switched to other modes adjacent in the order of the total torque conversion ratio. The case where it is configured to pass through the non-electric conversion point where becomes zero has been described as an example. However, the embodiment of the present invention is not limited to this, and the first rotating electrical machine is between a part or all of the modes up to the switching point with another mode adjacent in the order of the total torque conversion ratio. It is also a preferred embodiment of the present invention that the MG1 does not pass through the non-electric conversion point where the rotational speed of the MG1 becomes zero. Even in this case, when the mode is sequentially switched in accordance with the change in the rotation speed of the output shaft O with respect to the rotation speed of the input shaft I, the rotation speed of the first rotating electrical machine MG1 alternately increases and decreases for each mode. It will be. As a result, the absolute value of the rotational speed of the first rotating electrical machine MG1 can be kept relatively low, and loss due to power conversion can be suppressed to a low level and energy efficiency can be increased.

(4) In addition, the first differential gear device G1 and the second differential gear device G2 described in each of the above embodiments, the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third constituting them. The configuration of the planetary gear mechanism PG3 and the arrangement configuration of the engaging elements with respect to each of these rotating elements are merely examples, and all configurations that can realize the configuration of the present invention by configurations other than those described above are included in the present invention. Included in the range.

  The present invention is suitable for a hybrid drive device including an input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device. Is available.

H: Hybrid drive device E: Engine I: Input shaft (input member)
W: Wheel O: Output shaft (output member)
MG1: First rotating electrical machine MG2: Second rotating electrical machine Dc: Case (non-rotating member)
G1: First differential gear device (differential gear device)
E1: first rotating electrical machine connecting element Eo: output rotating element Ei: input rotating element G2: second differential gear device e1: first rotating element e2: second rotating element e3: third rotating element e4: fourth rotating element B: Brake C1: First clutch C2: Second clutch C3: Third clutch C4: Fourth clutch PG1: First planetary gear mechanism s1: First sun gear ca1: First carrier r1: First ring gear PG2: Second planet Gear mechanism s2: Second sun gear ca2: Second carrier r2: Second ring gear PG3: Third planetary gear mechanism s3: Third sun gear ca3: Third carrier r3: Third ring gear TE: Input torque TM: Intermediate output torque

Claims (11)

An input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device,
The second rotating electrical machine is drivingly connected to the output member without the differential gear device;
Regarding the drive connection relationship of the input member, the output member, and the first rotating electric machine with respect to at least three rotating elements included in the differential gear device, the order of rotational speed is drivingly connected to the first rotating electric machine. The first rotary electric machine connecting element, the output rotating element that is drivingly connected to the output member, and the input rotating element that is drivingly connected to the input member in this order, and the input that is transmitted to the input rotating element In a torque converter mode in which an intermediate output torque amplified with respect to an input torque that is a member torque is transmitted to the output rotation element, the intermediate output torque transmitted to the output rotation element is converted into a predetermined reference torque conversion ratio. A first torque converter mode for transmitting to the output member at
Regarding the drive connection relationship, the intermediate output attenuated with respect to the input torque by drive connection so that the rotation speed is in the order of the first rotating electrical machine connection element, the input rotation element, and the output rotation element. A torque split mode for transmitting torque to the output rotating element, and a first torque split mode for transmitting the intermediate output torque transmitted to the output rotating element to the output member at the reference torque conversion ratio;
A second torque split mode in which the input torque is amplified and transmitted to the output member than in the first torque converter mode, and the torque converter mode in the torque split mode than in the first torque split mode. At least one of a second torque converter mode for attenuating the input torque and transmitting it to the output member;
The input torque can be switched in the order of the total torque conversion ratio until the input torque is transmitted to the output member ,
In the torque converter mode, when the rotation speed of the input rotation element is constant, the direction in which the rotation speed of the output rotation element changes and the direction in which the rotation speed of the first rotating electrical machine connecting element changes are the same direction. In the torque split mode, when the rotation speed of the input rotation element is constant, the direction in which the rotation speed of the output rotation element changes is opposite to the direction in which the rotation speed of the first rotating electrical machine connecting element changes. Hybrid drive that is direction .   All of the plurality of modes are configured to pass through a point at which the rotation speed of the first rotating electrical machine becomes zero between the switching point with another mode adjacent in the order of the total torque conversion ratio. The hybrid drive device according to claim 1.   In the first torque converter mode and the second torque converter mode, the first rotating electrical machine outputs a positive torque as a reaction force against the input torque, and the first torque split mode and the second torque split mode. Then, the hybrid drive device of Claim 1 or 2 which outputs the torque of a negative direction as reaction force with respect to the said input torque.   4. The torque conversion ratio step between two modes adjacent in the order of the total torque conversion ratio is set to be substantially equal to the torque conversion ratio step between other modes. The hybrid drive device according to claim 1. The differential gear device is a first differential gear device for basic mode switching that switches between the torque converter mode and the torque split mode,
2. In addition to the first differential gear device, a second differential gear device for torque increase / decrease that amplifies or attenuates the intermediate output torque transmitted to the output rotating element and transmits the amplified output torque to the output member. 5. The hybrid drive device according to any one of claims 1 to 4. In the first differential gear device, the torque conversion mode when the input torque is transmitted to the output rotation element in the state where the torque converter mode is realized is a first amplification ratio, and the torque split mode is realized And the torque conversion ratio when the input torque is transmitted to the output rotation element as the first damping ratio,
In the second differential gear device, a torque conversion ratio when the intermediate output torque transmitted to the output rotation element is amplified and transmitted to the output member is defined as a second amplification ratio, and is transmitted to the output rotation element. When the torque conversion ratio when the intermediate output torque is attenuated and transmitted to the output member is the second damping ratio,
A torque conversion ratio obtained by multiplying the first attenuation ratio by the second amplification ratio becomes a value on the torque amplification side with respect to the first amplification ratio, and the first amplification ratio is multiplied by the second attenuation ratio. The hybrid drive device according to claim 5, wherein the torque conversion ratio obtained in this way is set to be a value on the torque damping side with respect to the first damping ratio.   The first differential gear device includes a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in order of rotational speed, and the first rotating element is driven by the first rotating electrical machine. The first rotating electrical machine connecting element connected, the third rotating element is the input rotating element drivingly connected to the input member, and one of the second rotating element and the fourth rotating element is The hybrid drive device according to claim 5 or 6, wherein the output rotation element is selectively driven and connected to the output member.   The second differential gear device includes a first rotating element, a second rotating element, and a third rotating element in order of rotational speed, and the first rotating element of the second differential gear device is a non-rotating member by a brake. And the third rotary element of the second differential gear device is selectively driven and connected to the fourth rotary element of the first differential gear device via the first clutch. And the second rotating element of the second differential gear device is selectively driven to the second rotating element of the first differential gear device via a third clutch. The hybrid drive device according to claim 7, wherein the hybrid drive device is connected and selectively connected to the output member via a fourth clutch. An input member drivingly connected to the engine, an output member drivingly connected to the wheel, a first rotating electrical machine, a second rotating electrical machine, a first differential gear device, and a second differential gear device. A hybrid drive unit,
The second rotating electrical machine is drivingly connected to the output member without the differential gear device;
The first differential gear device includes a first rotation element, a second rotation element, a third rotation element, and a fourth rotation element in order of rotational speed, and the first rotation element of the first differential gear device includes: Drivingly connected to the first rotating electrical machine, a third rotating element of the first differential gear device is drivingly connected to the input member,
The second differential gear device includes a first rotating element, a second rotating element, and a third rotating element in order of rotational speed, and the first rotating element of the second differential gear device is a non-rotating member by a brake. And the third rotary element of the second differential gear device is selectively driven and connected to the fourth rotary element of the first differential gear device via the first clutch. The second rotating element of the second differential gear device is selectively driven to the second rotating element of the first differential gear device via a third clutch. A hybrid drive device that is connected and selectively driven and connected to the output member via a fourth clutch. In the first differential gear device, the torque conversion ratio when the torque of the third rotating element is transmitted to the second rotating element with the first rotating element as a fulcrum is defined as the first amplification ratio, and the first rotating element is defined as the fulcrum. While the torque conversion ratio when the torque of the third rotating element is transmitted to the fourth rotating element is the first damping ratio,
In the second differential gear device, the torque conversion ratio when the torque of the third rotating element is transmitted to the second rotating element with the first rotating element as a fulcrum is the second amplification ratio, and the first rotating element is the fulcrum. When the torque conversion ratio when the torque of the second rotating element is transmitted to the third rotating element is the second damping ratio,
A torque conversion ratio obtained by multiplying the first attenuation ratio by the second amplification ratio becomes a value on the torque amplification side with respect to the first amplification ratio, and the first amplification ratio is multiplied by the second attenuation ratio. The hybrid drive device according to claim 9, wherein the torque conversion ratio obtained in this way is set to be a value on the torque attenuation side with respect to the first attenuation ratio. The first differential gear device is composed of a single pinion type first planetary gear mechanism and a double pinion type second planetary gear mechanism each having three rotating elements of a sun gear, a carrier, and a ring gear.
A first rotating element of the first differential gear device is configured by a sun gear of the first planetary gear mechanism, and a second rotating element of the first differential gear device is configured by a sun gear of the second planetary gear mechanism; The third rotating element of the first differential gear device includes a carrier of the first planetary gear mechanism and a ring gear of the second planetary gear mechanism that are drivingly connected so as to rotate integrally with each other. The fourth rotating element of the device is composed of a ring gear of the first planetary gear mechanism and a carrier of the second planetary gear mechanism that are drivingly connected so as to rotate integrally with each other.
The second differential gear device is composed of a single pinion type third planetary gear mechanism having three rotating elements of a sun gear, a carrier, and a ring gear,
A first rotating element of the second differential gear unit is configured by a ring gear of the third planetary gear mechanism, and a second rotating element of the second differential gear unit is configured by a carrier of the third planetary gear mechanism; 11. The hybrid drive device according to claim 9, wherein the third rotating element of the second differential gear device is constituted by a sun gear of the third planetary gear mechanism.

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