JP5115465B2 - Drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving unit whose power loss can be reduced. <P>SOLUTION: The driving unit comprises a plurality of differential mechanisms 17, 18 and is equipped with a power transmission path switching means 15 capable of switching a power transmission path from power sources 1, 2 and 3 to an output member 16 depending on an operating state and a feeding means 34 which is capable of pressure-feeding a lubricating medium via a pressure-feeding means 36 by utilizing the power sources 1, 2 and 3 to enable the lubricating medium to be fed to the plurality of differential mechanisms 17, 18 and further is capable of reducing a feed rate of the lubricating medium to either of the differential mechanisms 17, 18 in which its power transmission rate is smaller in the plurality of differential mechanisms 17, 18. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a drive device, and more particularly to a drive device having a plurality of differential mechanisms and capable of switching a power transmission path of power generated by a power source.

  Conventionally, a vehicle is provided with a drive device that transmits power generated by a power source. For example, a hybrid vehicle equipped with such a drive device has a plurality of output shafts and outputs in accordance with a traveling load. By switching the shaft, a hybrid system has been proposed in which the electric path ratio is reduced (in other words, the engine direct ratio is increased), thereby improving fuel efficiency (reducing fuel consumption). This hybrid vehicle is a vehicle equipped with an electric motor or motor generator as a power source in addition to the internal combustion engine, and operates the internal combustion engine as efficiently as possible, while driving power and engine braking force are excessive or insufficient. Is a vehicle configured to reduce exhaust gas from the internal combustion engine and simultaneously improve fuel efficiency by supplementing the motor with an electric motor or a motor generator and regenerating energy during deceleration.

  As such a conventional drive device, for example, a drive device for a hybrid vehicle described in Patent Document 1 includes a power distribution mechanism including a plurality of sets of differential mechanisms, a power source, an output member, a first motor generator, And the rotational speed ratio between the power source and the output member is reduced at a lower speed than the output member by selectively blocking the rotation of any of the rotating elements in the power distribution mechanism. A brake is provided for fixing to an overdrive state. In the hybrid vehicle drive device, the first power generator, the first motor generator, the first motor generator, and the first motor generator in a state in which the first motor generator inputs and outputs torque to continuously change the rotation speed ratio (continuously variable speed state). A plurality of differential mechanisms are configured not to contribute to torque transmission between the output members.

JP 2004-345527 A

  By the way, in the hybrid vehicle drive device described in Patent Document 1 described above, in a state where the first motor generator continuously changes the rotation speed ratio by inputting and outputting torque (continuously variable transmission state), By configuring so that a plurality of differential mechanisms do not contribute to the transmission of torque between the power source and the first motor generator and the output member, the power transmission efficiency is improved and the size is reduced. In a vehicle to which such a drive device is applied, for example, further improvement in fuel consumption is desired, and further reduction in power loss is desired.

  Then, an object of this invention is to provide the drive device which can reduce a power loss.

In order to achieve the above object, a driving apparatus according to a first aspect of the present invention includes a plurality of differential mechanisms and can switch a power transmission path from a power source to an output member in accordance with an operating state. The power transmission path switching means and the power of the power source can be used to pressure-feed the lubricating medium by the pressure-feeding means so that the lubricating medium can be supplied to the plurality of differential mechanisms and transmitted by the plurality of differential mechanisms. Supply means capable of reducing the supply amount of the lubricating medium to the differential mechanism with less power, and separation means capable of separating the differential mechanism that does not contribute to transmission of the power from other differential mechanisms. It is characterized by providing.

In the driving apparatus according to the second aspect of the present invention, the supply unit cuts off the supply of the lubricating medium to the differential mechanism that does not contribute to transmission of the power separated by the separation unit. .

In the drive device according to the invention of claim 3 , the power transmission path switching means is operated by the hydraulic pressure of the working medium supplied to the hydraulic section, switches the power transmission path, and outputs the power output to the output member. The supply unit can supply the lubricating medium as the working medium to the hydraulic unit, and can control the hydraulic pressure of the hydraulic unit when the power transmission path switching unit does not contribute to the transmission of the power. It can be reduced.

In order to achieve the above object, a driving apparatus according to a fourth aspect of the present invention includes a plurality of differential mechanisms and is capable of switching a power transmission path from a power source to an output member in accordance with an operating state. The power transmission path switching means and the power of the power source can be used to pressure-feed the lubricating medium by the pressure-feeding means so that the lubricating medium can be supplied to the plurality of differential mechanisms and transmitted by the plurality of differential mechanisms. Supply means capable of reducing the supply amount of the lubricating medium to the differential mechanism with less power, and the power transmission path switching means is operated by the hydraulic pressure of the working medium supplied to the hydraulic section, and the power The power that is output to the output member can be changed by switching the transmission path of the engine, and the power source includes an internal combustion engine and two motor generators, and the internal combustion engine and one of the motors An generator is connected to the output member via the power transmission path switching means, the other motor generator is connected to the output member without going through the power transmission path switching means, and the supply means The hydraulic unit can be supplied as the working medium to the hydraulic unit, and the hydraulic pressure of the hydraulic unit can be reduced when the power transmission path switching unit does not contribute to the transmission of the power. The hydraulic pressure of the hydraulic section is reduced in an operation mode in which only power from the generator is transmitted to the output member or an operation mode in which the other motor generator regenerates electric power.
In order to achieve the above object, a drive apparatus according to a fifth aspect of the present invention operates according to the hydraulic pressure of the working medium supplied to the hydraulic section, and sets the power transmission path from the power source to the output member according to the operating state. Power transmission path switching means capable of changing the power to be switched and output to the output member, and the working medium can be pumped by the pressure feeding means using the power of the power source, and the working medium can be supplied to the hydraulic unit. with some, Bei example and can reduce feed means the hydraulic pressure of the hydraulic unit in a case where the power transmission route switching means does not contribute to the transmission of the power, the power source includes an internal combustion engine and two motor generators The internal combustion engine and one of the motor generators are connected to the output member via the power transmission path switching means, and the other motor generator is connected to the power transmission. The supply means is connected to the output member without going through a path switching means, and the supply means is an operation mode in which only the power from the other motor generator of the power source is transmitted to the output member or the other motor generator is powered. The hydraulic pressure of the hydraulic section is reduced when in the operation mode in which the regeneration is performed .

  In the driving apparatus according to the sixth aspect of the present invention, the supply means adjusts a reduction amount of the hydraulic pressure of the hydraulic section based on a required driving force for a vehicle on which the power transmission path switching means is mounted or a vehicle speed of the vehicle. It is characterized by.

In the drive device according to the invention according to claim 7 , when the start-up of the internal combustion engine is requested in a state where the hydraulic pressure of the hydraulic unit is reduced, the supply means is provided in advance of the hydraulic unit before starting the internal combustion engine. The reduction amount of the hydraulic pressure is relatively reduced.

In the drive device according to the invention according to claim 8 , the supply means supplies only the power from the other motor generator of the power source from the driver to the vehicle on which the power transmission path switching means is mounted. When the operation mode transmitted to is requested, the amount of reduction of the hydraulic pressure of the hydraulic section is relatively increased.

In the drive device according to the ninth aspect of the present invention, the power transmission path switching means is configured to include a clutch and a brake for switching the connection relationship of the rotating elements of the plurality of differential mechanisms, and is supplied to the hydraulic unit. The operating state of the clutch and the brake can be switched by the hydraulic pressure of the working medium.

  According to the drive device of the present invention, the lubricating medium can be pumped by the pumping means using the power of the power source, and the lubricating medium can be supplied to the plurality of differential mechanisms, and is transmitted by the plurality of differential mechanisms. Since the supply means capable of reducing the supply amount of the lubricating medium to the differential mechanism with less power is provided, the supply amount of the lubricating medium to the differential mechanism with less power transmitted by the supply means according to the operating state is reduced. Therefore, it is possible to reduce the load of the pumping means that operates using the power of the power source, and as a result, it is possible to reduce power loss.

  According to the drive device of the present invention, the working medium can be pumped by the pumping means using the power of the power source and the working medium can be supplied to the hydraulic unit, and the power transmission path switching means contributes to the power transmission. Since the supply means that can reduce the hydraulic pressure of the hydraulic section when it does not, the supply means reduces the hydraulic pressure of the hydraulic section when the power transmission path switching means does not contribute to the transmission of power, so the power of the power source is used Thus, it is possible to reduce the load of the pressure feeding means that operates as a result, and as a result, it is possible to reduce power loss.

  Embodiments of a drive device according to the present invention will be described below in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

  FIG. 1 is a schematic configuration diagram of a drive device according to a first embodiment of the present invention, and FIG. 2 is a chart showing operating states of clutches and brakes for setting each mode in the drive device according to the first embodiment of the present invention. (Operation diagram), FIG. 3 is a flowchart for explaining the lubricant supply amount reduction control in the drive device according to the first embodiment of the present invention.

  In the embodiments described below, the driving device of the present invention is a combination of an internal combustion engine (gasoline engine, diesel engine, LPG engine, etc.) that generates engine torque and an electric motor such as a motor that generates motor torque. Although it demonstrates as an example the case where it applies to what is called a hybrid vehicle used as a source, it is not restricted to this.

  The drive device 100 according to this embodiment is mounted on a so-called hybrid vehicle that uses a combination of an electric motor and an internal combustion engine as a power source, and transmits the power generated by the power source to an output member. This hybrid vehicle is a vehicle equipped with an electric motor or motor generator as a power source in addition to the internal combustion engine, and operates the internal combustion engine as efficiently as possible, while driving power and engine braking force are excessive or insufficient. Is a vehicle configured to reduce exhaust gas from the internal combustion engine and simultaneously improve fuel efficiency by supplementing the motor with an electric motor or a motor generator and regenerating energy during deceleration. And the drive device 100 applied to this hybrid vehicle has a plurality of output shafts, and reduces the electric path ratio by switching the power transmission path and switching the output shaft in accordance with the driving state such as the traveling load ( In other words, the direct engine ratio is increased), thereby improving fuel efficiency (reducing fuel consumption).

  Specifically, as shown in FIG. 1, a drive device 100 applied to this hybrid vehicle is of a hybrid type, and has an engine (ENG) 1 as an internal combustion engine as a power source, and a power generation function. As at least two electric motors, a first motor generator (MG1) 2 and a second motor generator (MG2) 3 are provided. Further, the drive device 100 includes a power split mechanism 4, an input shaft 5, a first output shaft 6, a second output shaft 7, a speed reduction mechanism 8, a fixed portion 9, a third output shaft 10, A fourth output shaft 11, a speed change mechanism 15 as a power transmission path switching means, and a drive shaft 16 as an output member are provided.

  The drive device 100 includes a first clutch C1 as a plurality of engagement mechanisms for switching the power transmission path from the engine 1, the first motor generator 2, and the second motor generator 3 to the drive shaft 16 as a power source. A second clutch C2, a third clutch C3, a fourth clutch C4, and a fifth clutch C5 are provided. These clutches C1 to C5 are mechanisms that transmit torque when engaged and interrupt torque when released, and are engaged with a frictional engagement mechanism such as a multi-plate clutch or a meshing engagement such as a dog clutch. It can be configured by a combined mechanism. The clutches C1 to C5 of the driving device 100 in the figure are illustrated in the case where a meshing dog clutch is applied. Therefore, the drive device 100 can set various power transmission states by appropriately engaging and releasing the clutches C1 to C5. Further, the drive device 100 includes a brake B1 that fixes the fourth output shaft 11 of the first motor generator 2.

  Furthermore, the drive device 100 includes a controller 31, a power storage device 32, and an electronic control unit (ECU) 33 as control means.

  Specifically, the engine 1 as an internal combustion engine is, in short, a heat engine that outputs thermal energy generated by burning fuel in the form of mechanical energy such as torque, and is a gasoline engine, diesel engine, or LPG engine. An example is this.

  The first motor generator 2 and the second motor generator 3 are configured to generate electromotive force by being forcibly rotated by an external force, in addition to outputting mechanical energy such as torque by rotating by being supplied with electric power. One example is a permanent magnet type synchronous motor.

  The engine 1 is connected to a power split mechanism 4, and the first motor generator 2 and the second motor generator 3 apply a reaction force torque to the power split mechanism 4 or power split to assist the output torque. Torque is transmitted to and from the mechanism 4. A damper or a torque converter may be interposed between the engine 1 and the power split mechanism 4.

  The power split mechanism 4 functions to split the power output from the engine 1 into either the first motor generator 2 or the second motor generator 3 and the output side, and at least three that rotate differentially with each other. It can be constituted by a differential mechanism with two rotating elements. As the differential mechanism constituting the power split mechanism 4, a double pinion type or single pinion type planetary gear mechanism or planetary roller mechanism can be adopted, and here, it is constituted by a double pinion type planetary gear mechanism.

  That is, power split device 4 has sun gear S4, ring gear R4, and carrier Ca4 as rotating elements. The sun gear S4 is configured as an external gear. The ring gear R4 is configured as an internal gear arranged concentrically with the sun gear S4. The carrier Ca4 is configured to hold the pinion gear meshed with the sun gear S4 and the other pinion gear meshed with the pinion gear and the ring gear R4 so that they can rotate and revolve freely. The power split mechanism 4 is a differential gear mechanism configured such that the sun gear S4, the ring gear R4, and the carrier Ca4 as these three rotating elements rotate in a differential manner.

  The ring gear R4, which is a rotating element of the power split mechanism 4, is connected to the engine 1 via the input shaft 5. Power from the engine 1 is transmitted to the ring gear R4 via the input shaft 5. The connection may be in any form as long as the power can be transmitted from the engine 1 to the ring gear R4. Therefore, the two may be linearly connected, or via a transmission mechanism such as a clutch or a fluid coupling. May be connected.

  A sun gear S4, which is a rotating element of the power split mechanism 4, is integrated with a first output shaft 6, and the first motor generator 2 or the second motor is connected via the first output shaft 6 and a fifth clutch C5 described later. One of the generators 3, here, is connected to the first motor generator 2.

  The carrier Ca4, which is a rotating element of the power split mechanism 4, is integrated with the second output shaft 7, and the other of the first motor generator 2 and the second motor generator 3 via the second output shaft 7, here, The torque is transmitted to and from the second motor generator 3.

  The first motor generator 2, the second motor generator 3, and the power split mechanism 4 are arranged on the same axis as the input shaft 5 that inputs the power of the engine 1 to the ring gear R 4 of the power split mechanism 4. The second motor generator 3 is disposed closer to the engine 1 than the power split mechanism 4. A speed reduction mechanism 8 is provided between the second motor generator 3 and the power split mechanism 4.

  The speed reduction mechanism 8 is for amplifying the torque output from the second motor generator 3 and transmitting the amplified torque to the power split mechanism 4. Therefore, a gear mechanism or a roller mechanism having a speed ratio or speed reduction ratio larger than “1”. It is constituted by. Here, the speed reduction mechanism 8 is constituted by a single-pinion type planetary gear mechanism disposed on the outer peripheral side of the input shaft 5 on the same axis as the input shaft 5.

  The speed reduction mechanism 8 of the single pinion type planetary gear mechanism includes a sun gear S8, a ring gear R8, and a carrier Ca8 as rotating elements. The sun gear S8 is configured as an external gear. The ring gear R8 is configured as an internal gear disposed concentrically with the sun gear S8. The carrier Ca8 is configured to hold the pinion gear engaged with the sun gear S8 and the ring gear R8 so as to be rotatable and revolved. The speed reduction mechanism 8 is a differential gear mechanism configured such that the sun gear S8, the ring gear R8, and the carrier Ca8 as these three rotating elements rotate in a differential manner. A mechanism in which the gear is replaced with a roller is a planetary roller mechanism.

  A sun gear S8 that is a rotating element of the speed reduction mechanism 8 is connected to the rotor 3R of the second motor generator 3. A carrier Ca8 that is a rotating element of the speed reduction mechanism 8 is connected and fixed to a fixing portion 9 such as a casing (not shown). Further, a ring gear R8 that is a rotating element of the speed reduction mechanism 8 is connected to the carrier Ca4 of the power split mechanism 4 via the second output shaft 7. Therefore, in the speed reduction mechanism 8, the sun gear S8 is an input element, the carrier Ca8 of the speed reduction mechanism 8 is a fixed element, and the ring gear R8 is an output element.

  Here, the second motor generator 3 includes a stator 3S and a rotor 3R. The stator 3S is fixed to the fixed portion 9. The rotor 3R is arranged on the inner peripheral side of the stator 3S and is connected to the sun gear S8 of the speed reduction mechanism 8. The second motor generator 3 includes a sensor (not shown) such as a resolver that detects the phase of the rotor 3R and outputs a signal.

  Therefore, when the gear ratio, which is the ratio between the number of teeth of the sun gear S8 and the number of teeth of the ring gear R8, is “ρ” (<1), the speed reduction mechanism 8 is rotated at a reduced speed according to the gear ratio ρ. The torque is obtained by increasing the torque input to the sun gear S8 according to the gear ratio ρ.

  The third output shaft 10 passes through the center of the power split mechanism 4 and is disposed on the same axis as the input shaft 5. The third output shaft 10 is integrated with the carrier Ca4 or the second output shaft 7 of the power split mechanism 4 and is disposed on the extended axis of the input shaft 5, and the first motor generator 2 is disposed on the outer peripheral side thereof. Are arranged on the same axis.

  Here, the first motor generator 2 has a stator 2S and a rotor 2R. The stator 2S is fixed to the fixed portion 9. The rotor 2 </ b> R is disposed on the inner peripheral side of the stator 2 </ b> S, and is provided integrally with the fourth output shaft 11. The fourth output shaft 11 is an output shaft of the first motor generator 2 and is a so-called rotor shaft. The fourth output shaft 11 is disposed on the same axis as the first output shaft 6 described above. A fifth clutch C5 is provided between the fourth output shaft 11 and the first output shaft 6.

  Here, as described above, the first output shaft 6 is configured integrally with the sun gear S4 that is the rotating element of the power split mechanism 4, and the power split by the power split mechanism 4 is transmitted thereto. . The first output shaft 6 is disposed on the outer peripheral side of the third output shaft 10 so as to be relatively rotatable. The fourth output shaft 11 is disposed on the same axis as the first output shaft 6.

  The fifth clutch C5 selectively connects the fourth output shaft 11 and the first output shaft 6. Here, as described above, the fifth clutch C5 is illustrated in the case where a meshing dog clutch is applied. That is, the first output shaft 6 and the fourth output shaft 11 are integrally provided with the hub 12 and the hub 13 at the end portions facing each other. The hub 12 and the hub 13 are adjacent to each other along the axial direction, and splines are formed on the outer peripheral surface along the axial direction. The fifth clutch C5 is provided with a sleeve 14 that is spline-fitted to the hub 12 and the hub 13. The sleeve 14 is disposed so as to be reciprocally movable along an axial direction by an actuator (not shown).

  Therefore, the fifth clutch C5 moves the sleeve 14 to the position where the sleeve 14 is spline-fitted to both the hub 12 and the hub 13, that is, the engagement position, whereby the first output shaft integrated with the sun gear S4 of the power split mechanism 4 is obtained. 6 and the 4th output shaft 11 integral with the rotor 2R of the 1st motor generator 2 can be connected so that torque transmission is possible. Further, the fifth clutch C5 moves the sleeve 14 from the engagement position along the axial direction, and moves it to the release position where only the hub 12 or the hub 13 is spline-fitted. The first output shaft 6 integrated with the four sun gears S4 and the fourth output shaft 11 integrated with the rotor 2R of the first motor generator 2 can be disconnected.

  The fifth clutch C5 is controlled in a so-called disengaged state, and the first output shaft 6 integrated with the sun gear S4 of the power split mechanism 4 and the fourth output shaft 11 integrated with the rotor 2R of the first motor generator 2 are not connected. In the connected state, the sun gear S4 of the power split mechanism 4 is not connected to any member, that is, a so-called free state, and therefore the torque of the engine 1 is applied to the ring gear R4 of the power split mechanism 4. Even if an input is made, the sun gear S4 idles, so that the torque from the engine 1 does not appear on the carrier Ca4 of the power split mechanism 4.

  The speed change mechanism 15 is arranged on the same straight line on the opposite side of the power split mechanism 4 with the first motor generator 2 sandwiched in the axial direction. The speed change mechanism 15 is for shifting the power output to the drive shaft 16, and can change the ratio of the input rotation speed to the output rotation speed into a plurality of ratios. Here, the drive shaft 16 is an output member disposed on the extension axis of the third output shaft 10. The speed change mechanism 15 is provided between the drive shaft 16 and the power split mechanism 4. In other words, the speed change mechanism 15 shifts the input power or outputs it directly to the drive shaft 16 without shifting, and is configured to be able to set at least two speed change states. The speed change mechanism 15 shifts the power input from one of the sun gear S4 or the carrier Ca4 of the power split mechanism 4 or outputs it to the drive shaft 16 without shifting, and the power input from the other. It is configured to be able to set the speed change state to be output to the drive shaft 16 as it is or after speed change.

  Specifically, the speed change mechanism 15 can be configured by a mechanism having a differential action such as a planetary gear mechanism or a planetary roller mechanism, and includes a plurality of differential mechanisms, here, two single-pinion type planetary gear mechanisms. As a first planetary gear 17 and a second planetary gear 18. Furthermore, the transmission mechanism 15 includes a first clutch C1, a second clutch C2, a third clutch C3, a fourth clutch C4, and the above-described engagement mechanisms for setting a plurality of shift states or input / output states. The fifth clutch C5 is further configured to include a brake B1 as a brake mechanism. Here, the first clutch C1, the second clutch C2, the third clutch C3, and the fourth clutch C4 are illustrated in the case where a meshing dog clutch is applied, as in the fifth clutch C5.

  The first planetary gear 17 has a sun gear S17, a ring gear R17, and a carrier Ca17 as rotating elements. The sun gear S17 is configured as an external gear. The ring gear R17 is configured as an internal gear disposed concentrically with the sun gear S17. The carrier Ca17 is configured to hold the pinion gear meshed with the sun gear S17 and the ring gear R17 so as to be rotatable and revolved. The first planetary gear 17 is a planetary (differential) gear mechanism configured such that the sun gear S17, the ring gear R17, and the carrier Ca17 as these three rotating elements rotate in a differential manner.

  A sun gear S17, which is a rotating element of the first planetary gear 17, is integrated with the third output shaft 10, and is connected to the carrier Ca4 or the second output shaft 7 of the power split mechanism 4 via the third output shaft 10. ing. Accordingly, the first planetary gear 17 has the sun gear S17 as an input element.

  A ring gear R17, which is a rotating element of the first planetary gear 17, is provided so as to be connected (fixed) or released to a fixing portion 9 such as a casing (not shown) via a first clutch C1 described later.

  A carrier Ca17 which is a rotating element of the first planetary gear 17 is integrated with a connecting member 20, and is connected to a carrier Ca18 which is a rotating element of the second planetary gear 18 described later via the connecting member 20. The carrier Ca17 of the first planetary gear 17 is connected to the drive shaft 16. Accordingly, the first planetary gear 17 has the carrier Ca17 as an output element.

  The second planetary gear 18 has a sun gear S18, a ring gear R18, and a carrier Ca18 as rotating elements. The sun gear S18 is configured as an external gear. The ring gear R18 is configured as an internal gear disposed concentrically with the sun gear S18. The carrier Ca18 is configured to hold the pinion gear engaged with the sun gear S18 and the ring gear R18 so as to be rotatable and revolved. The second planetary gear 18 is a differential gear mechanism configured such that the sun gear S18, the ring gear R18, and the carrier Ca18 as these three rotating elements rotate in a differential manner.

  A sun gear S18 that is a rotating element of the second planetary gear 18 is integrated with a fourth output shaft 11, and is connected to the rotor 2R of the first motor generator 2 via the fourth output shaft 11. Therefore, the second planetary gear 18 has the sun gear S18 as an input element.

  A ring gear R18, which is a rotating element of the second planetary gear 18, is provided so as to be connected (fixed) or released to a fixed portion 9 such as a casing (not shown) via a second clutch C2 described later.

  A carrier Ca18 that is a rotating element of the second planetary gear 18 is integrated with a connecting member 20, and is connected to the carrier Ca17 that is a rotating element of the first planetary gear 17 through the connecting member 20. The carrier Ca18 of the second planetary gear 18 is connected to the drive shaft 16 via the connecting member 20 and the carrier Ca17 of the first planetary gear 17. Therefore, the second planetary gear 18 has the carrier Ca18 as an output element.

  The first clutch C1 selectively connects the ring gear R17 of the first planetary gear 17 and the fixed portion 9. The first clutch C <b> 1 includes a cylindrical portion 21, a hub 22, and a sleeve 23. The cylindrical portion 21 is provided integrally with the ring gear R17 of the first planetary gear 17, and a spline is formed on the outer peripheral surface along the axial direction. The hub 22 is fixedly provided on the fixed portion 9, and a spline is formed on the outer peripheral surface along the axial direction. The sleeve 23 is spline-fitted to the cylindrical portion 21 and the hub 22. The sleeve 23 is disposed so as to be capable of reciprocating along the axial direction by an actuator (not shown).

  Accordingly, the first clutch C1 prevents the rotation of the ring gear R17 of the first planetary gear 17 by moving the sleeve 23 to the position where the sleeve 23 is spline-fitted to both the cylindrical portion 21 and the hub 22, that is, the engagement position. Can do. Further, the first clutch C1 moves the sleeve 23 from the engagement position along the axial direction to move to the release position where the sleeve 23 is spline-fitted only to either the cylindrical portion 21 or the hub 22. The fixation of the ring gear R17 of the planetary gear 17 can be released.

  The second clutch C2 selectively connects the ring gear R18 of the second planetary gear 18 and the fixed portion 9. The second clutch C <b> 2 includes a cylindrical portion 24, a hub 25, and a sleeve 26. The cylindrical portion 24 is provided integrally with the ring gear R18 of the second planetary gear 18, and a spline is formed on the outer peripheral surface along the axial direction. The hub 25 is fixedly provided on the fixed portion 9, and a spline is formed on the outer peripheral surface along the axial direction. The sleeve 26 is spline fitted to the cylindrical portion 24 and the hub 25. The sleeve 26 is disposed so as to reciprocate along the axial direction by an actuator (not shown).

  Accordingly, the second clutch C2 prevents the rotation of the ring gear R18 of the second planetary gear 18 by moving the sleeve 26 to the position where the sleeve 26 is spline fitted to both the cylindrical portion 24 and the hub 25, that is, the engagement position. Can do. Further, the second clutch C2 moves the sleeve 26 along the axial direction from the engagement position, and moves to the release position where the sleeve 26 is spline-fitted only to either the cylindrical portion 24 or the hub 25. The ring gear R18 of the planetary gear 18 can be unlocked.

  The third clutch C3 selectively connects the ring gear R17 of the first planetary gear 17 and the connecting member 20 in which the carrier Ca17 of the first planetary gear 17 and the carrier Ca18 of the second planetary gear 18 are integrated. The third clutch C3 is configured to serve as both the cylindrical portion 21 and the sleeve 23 of the first clutch C1, and further includes a cylindrical portion 27. The cylindrical portion 27 is provided integrally with the connecting member 20, and a spline is formed on the outer peripheral surface along the axial direction. The sleeve 23 is spline-fitted to the cylindrical portion 27 and the cylindrical portion 21 described above.

  Accordingly, the third clutch C3 moves the sleeve 23 to the position where the sleeve 23 is spline-fitted to both the cylindrical portion 27 and the cylindrical portion 21, that is, the engaged position, thereby causing the ring gear R17 of the first planetary gear 17 and the first planetary gear to move. The connecting member 20 in which the carrier Ca17 of the 17th carrier Ca17 and the carrier Ca18 of the second planetary gear 18 are integrated can be connected so as to be able to transmit torque. Further, the third clutch C3 moves the sleeve 23 from the engagement position along the axial direction to the release position where the sleeve 23 is spline-fitted only to either the cylindrical portion 27 or the cylindrical portion 21. The connection between the ring gear R17 of the first planetary gear 17 and the connecting member 20 in which the carrier Ca17 of the first planetary gear 17 and the carrier Ca18 of the second planetary gear 18 are integrated can be released.

  The fourth clutch C4 selectively connects the ring gear R18 of the second planetary gear 18 and the connecting member 20 in which the carrier Ca17 of the first planetary gear 17 and the carrier Ca18 of the second planetary gear 18 are integrated. The fourth clutch C4 is configured to serve as both the cylindrical portion 24 and the sleeve 26 of the second clutch C2, and further serves as the cylindrical portion 27 of the third clutch C3.

  Therefore, the fourth clutch C4 moves the sleeve 26 to the position where the sleeve 26 is spline-fitted to both the cylindrical portion 24 and the cylindrical portion 27, that is, the engaged position, thereby causing the ring gear R18 of the second planetary gear 18 and the first planetary gear to move. The connecting member 20 in which the carrier Ca17 of the 17th carrier Ca17 and the carrier Ca18 of the second planetary gear 18 are integrated can be connected so as to be able to transmit torque. Further, the fourth clutch C4 moves the sleeve 26 from the engagement position along the axial direction to move to the release position where the sleeve 26 is spline-fitted only to either the cylindrical portion 24 or the cylindrical portion 27. The connection between the ring gear R18 of the two planetary gear 18 and the connecting member 20 in which the carrier Ca17 of the first planetary gear 17 and the carrier Ca18 of the second planetary gear 18 are integrated can be released.

  Here, the drive device 100 further includes a brake B1 for fixing the fourth output shaft 11 that is the rotor shaft of the first motor generator 2 as described above. Furthermore, the brake B1 selectively fixes the sun gear S4 of the power split mechanism 4 in order to make the power split mechanism 4 function as a speed increasing mechanism. The brake B1 is a brake mechanism configured to prevent the rotation of the fourth output shaft 11 in the engaged state and to unlock the fourth output shaft 11 in the released state. The brake B1 is a friction type brake such as a multi-plate clutch. It can be constituted by a meshing brake mechanism such as a brake mechanism or a dog clutch. The brake B1 of the driving device 100 in this figure is illustrated in the case where a meshing brake is applied.

  The brake B <b> 1 includes a hub 28, a hub 29, and a sleeve 30. The hub 28 is provided integrally with the fourth output shaft 11, and a spline is formed on the outer peripheral surface along the axial direction. The hub 29 is fixedly provided on the fixed portion 9, and a spline is formed on the inner peripheral surface along the axial direction. The sleeve 30 is spline-fitted to the hub 28 and the hub 29. The sleeve 30 is disposed so as to be reciprocally movable along an axial direction by an actuator (not shown).

  Therefore, the brake B1 can prevent and fix the rotation of the fourth output shaft 11 by moving the sleeve 30 to the position where the sleeve 30 is spline fitted to both the hub 28 and the hub 29, that is, the engagement position. At this time, the sun gear S4 of the power split mechanism 4 can be substantially fixed because the above-described fifth clutch C5 is in the engaged state. Further, the brake B1 moves the sleeve 30 along the axial direction from the engagement position and moves to the release position where the brake 30 is spline-fitted only to either the hub 28 or the hub 29, whereby the fourth output shaft 11 is moved. Accordingly, the sun gear S4 of the power split mechanism 4 connected to the fourth output shaft 11 via the fifth clutch C5 can be released.

  When the brake B1 is engaged, the power split mechanism 4 can function as a speed increasing mechanism. Thereby, even if it is the driving | running state which increases the rotation speed of the drive shaft 16, the rotation speed of the engine 1 can be restrained relatively low. In addition, the range of selection of the travel mode with less power loss is widened.

  The first motor generator 2 and the second motor generator 3 described above are connected to a power storage device 32 such as a battery via a controller 31 such as an inverter, and are controlled by the controller 31 to operate as an electric motor or a generator. Is configured to do. Further, control of output torque and power generation amount (that is, reaction force torque) of the first motor generator 2 and the second motor generator 3, control of the shift state or operation mode by operating the clutches C1 to C5 and the brake B1, etc. ECU33 for performing is provided. The ECU 33 is configured mainly with a microcomputer, and includes input data such as a vehicle speed, a required driving force, a charge amount SOC (State of Charge) of the power storage device 32, and data stored in advance. And the result of the calculation is output to the controller 31 as a command signal for controlling the first motor generator 2 and the second motor generator 3. In addition, the ECU 33 is configured to operate one of the clutches C1 to C5 or the brake B1 and output a command signal for setting a predetermined operation mode or gear position.

  The drive device 100 configured as described above is mounted on a vehicle and operates the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, and the brake B1 of the transmission mechanism 15. By appropriately switching the state, the output shaft can be switched by switching the power transmission path from the engine 1, the first motor generator 2, and the second motor generator 3 to the drive shaft 16 as a power source. An operation mode or a gear position can be set. FIG. 2 collectively illustrates the operating states of the clutches C1 to C5 and the brake B1, and the operation mode or gear position set in accordance therewith. In FIG. 2, “◯” marks for the clutches C1 to C5 and the brake B1 indicate that the clutches are engaged so as to transmit torque, and “x” marks interrupt torque transmission. It shows that the released state is released. In FIG. 2, the “EV travel” mode is a mode in which the engine 1 travels with the power output from the first motor generator 2 or the second motor generator 3 without outputting power, and the “non-EV travel” mode is This indicates that the vehicle travels using at least the power output from the engine 1. Then, the driving device 100 performs the “first speed” mode and the “1-2 speed” in the “EV traveling” mode and the “non-EV traveling” mode, respectively, according to the operating states of the clutches C1 to C5 and the brake B1. Mode, “2nd speed” mode, “2-3 speed” mode, “3rd speed” mode, “3-4 speed” mode and “3rd speed lock” mode can be set.

  Then, the driving device 100 operates in the “first speed” mode, the “third speed” mode, and the “third speed lock” mode in the “EV traveling” mode and the “non-EV traveling” mode, and the third output shaft 10 and the first planetary gear 17. The power is transmitted to the drive shaft 16 through the sun gear S17 and the carrier Ca17 and output. Further, in the “second speed” mode in the “EV traveling” mode and the “non-EV traveling” mode, the driving device 100 has the fourth output shaft 11, the sun gear S18 of the second planetary gear 18, the carrier Ca18, the connecting member 20, Power is transmitted to the drive shaft 16 via the carrier Ca17 of the planetary gear 17 and output. Further, the driving device 100 is configured to operate the third output shaft 10 in the “1-2 speed” mode, the “2-3 speed” mode, and the “3-4 speed” mode in the “EV traveling” mode and the “non-EV traveling” mode. And the power is transmitted to the drive shaft 16 through both the fourth output shaft 11 and output.

  Here, as shown in FIG. 1, the drive device 100 further includes a lubrication medium as a lubricating medium in each part of the device such as the power split mechanism 4, the speed reduction mechanism 8, the first planetary gear 17, and the second planetary gear 18 of the transmission mechanism 15. A lubricating oil supply device 34 is provided as supply means for supplying oil. The lubricating oil supply device 34 supplies an oil passage 35 for supplying lubricating oil to each part of the power split mechanism 4, the speed reduction mechanism 8, the first planetary gear 17 of the speed change mechanism 15, the second planetary gear 18, and the like. An oil pump 36 serving as a pressure feeding means that sucks, pressurizes, discharges, and pumps lubricating oil stored in a reservoir (not shown), and a first planetary gear of the power split mechanism 4, the speed reduction mechanism 8, and the speed change mechanism 15. 17 and flow control valves 37, 38, 39, 40 provided in oil passages for supplying lubricating oil to the second planetary gear 18.

  The oil pump 36 is driven using the power of the power source, and is a mechanical pump, a first motor generator 2, or a second motor generator 3 that is driven in conjunction with a crankshaft (not shown) of the engine 1. An electric pump driven by generated electric power can be applied. The flow rate control valve 37 is provided in a branch oil passage 37 a that supplies lubricating oil to the speed reduction mechanism 8, and the flow rate control valve 38 is provided in a branch oil passage 38 a that supplies lubricating oil to the power split mechanism 4. 39 is provided in a branch oil passage 39 a that supplies lubricating oil to the second planetary gear 18, and a flow control valve 40 is provided in a branch oil passage 40 a that supplies lubricant to the first planetary gear 17. The flow control valves 37, 38, 39, 40 open and close the branch oil passages 37 a, 38 a, 39 a, 40 a and adjust the opening of the oil passages, so that the power split mechanism 4, the reduction mechanism 8, and the transmission mechanism 15 The supply amount can be adjusted by adjusting the flow rate of the lubricating oil supplied to the first planetary gear 17 and the second planetary gear 18, respectively. The oil pump 36 and the flow rate control valves 37, 38, 39, and 40 are electrically connected to the above-described ECU 33, and their driving is controlled. Therefore, the lubricating oil supply device 34 uses the power of the power source to pump the lubricating oil by the oil pump 36, and this lubricating oil is supplied to the speed reduction mechanism 8, the first planetary gear 17, the second planetary gear 18, etc. of the transmission mechanism 15. It can supply to each part of the apparatus.

  By the way, this drive device 100, for example, in the relationship between the third output shaft 10 and the first planetary gear 17, and the fourth output shaft 11 and the second planetary gear 18, outputs torque (power) with only one of them as the output side. When transmitting, the other becomes the non-output side and does not substantially contribute to torque transmission. At this time, although the required supply amount of the lubricating oil to the first planetary gear 17 or the second planetary gear 18 that does not contribute to torque transmission is relatively small as compared to when it contributes to torque transmission, it is sufficient. If the lubricating oil supply amount is the same as that contributing to torque transmission, an excessive load may be applied to the oil pump 36, and an unnecessary oil pump loss may occur. There is a possibility that the improvement of the is suppressed.

  Therefore, the drive device 100 according to the present embodiment is directed to the first planetary gear 17 and the second planetary gear 18 with less power transmitted by the lubricant supply device 34 between the first planetary gear 17 and the second planetary gear 18 according to the operation mode. By reducing the amount of lubricating oil supplied, the load on the oil pump 36 that operates using the power of the power source is reduced, thereby reducing the oil pump loss and further reducing the power loss. The fuel consumption is improved.

  For example, in the case of the “1st speed” mode of the “EV traveling” mode shown in FIG. 2, the driving device 100 brings the first clutch C1 into the engaged state, and the second clutch C2, the third clutch C3, and the fourth clutch C4. Then, the fifth clutch C5 and the brake B1 are released. In other words, in the case of the “1st speed” mode of the “EV traveling” mode, the drive device 100 causes the first motor generator 2 to be in a so-called free state by releasing the fifth clutch C5 and the brake B1. The power generated by the two-motor generator 3 is transmitted to the drive shaft 16 via the third output shaft 10 as the output side, the sun gear S17 of the first planetary gear 17 and the carrier Ca17 and output. At this time, the second planetary gear 18 on the non-output side is driven by the rotation of the carrier Ca17 of the first planetary gear 17 because the carrier Ca18 is connected to the carrier Ca17 of the first planetary gear 17 via the connecting member 20. Although rotating in this manner, the torque (power) substantially transmitted between the sun gear S18 and the carrier Ca18, and between the ring gear R18 and the carrier Ca18 is greatly reduced. For this reason, the supply amount of the lubricating oil to the second planetary gear 18 can be greatly reduced as compared with the case where the second planetary gear 18 contributes to torque transmission. Therefore, when the operation mode is the “1st speed” mode of the “EV traveling” mode, the drive device 100 controls the driving of the flow rate control valve 39 as the supply amount reducing means by the ECU 33 to make the opening degree of the branch oil passage 39a relative. The load of the oil pump 36 can be reduced by reducing the amount of the lubricating oil supplied to the second planetary gear 18 and reducing the oil pump loss, thereby reducing the power loss. Can be reduced.

  Similarly, the driving apparatus 100 includes the “first speed” mode in the “non-EV traveling” mode shown in FIG. 2, the “third speed” mode and the “three-speed lock” in the “EV traveling” mode and the “non-EV traveling” mode. In the mode, power is transmitted to the drive shaft 16 through the third output shaft 10, the sun gear S17 of the first planetary gear 17, and the carrier Ca17 as the output side and output. At this time, the second planetary gear 18 on the non-output side rotates following the rotation of the carrier Ca17 of the first planetary gear 17, but between the sun gear S18 and the carrier Ca18, and between the ring gear R18 and the carrier Ca18. As a result, the torque (power) that is substantially transmitted is greatly reduced. Therefore, the drive device 100 controls the drive of the flow control valve 39 by the ECU 33 to relatively reduce the opening of the branch oil passage 39a, thereby reducing the amount of lubricant supplied to the second planetary gear 18, The load on the oil pump 36 can be reduced.

  On the other hand, in the “second speed” mode in the “EV traveling” mode and the “non-EV traveling” mode shown in FIG. 2, the driving device 100 has the fourth output shaft 11 and the sun gear S18 of the second planetary gear 18 as the output side. Power is transmitted to the drive shaft 16 through the carrier Ca18, the connecting member 20, and the carrier Ca17 of the first planetary gear 17, and output. At this time, the third output shaft 10 and the first planetary gear 17 on the non-output side are rotating such that the carrier Ca17 is driven by the rotation of the carrier Ca18 of the second planetary gear 18, but the sun gear S17 and the carrier Ca17 are rotated. The torque (power) substantially transmitted between the ring gear R17 and the carrier Ca17 is significantly reduced. Therefore, when the operation mode is the “second speed” mode in the “EV traveling” mode and the “non-EV traveling” mode, the driving device 100 controls the driving of the flow rate control valve 40 as the supply amount reducing means by the ECU 33. The load of the oil pump 36 can be reduced by reducing the opening of the passage 40a and reducing the amount of lubricating oil supplied to the first planetary gear 17, thereby reducing the oil pump loss. Power loss can be reduced.

  Note that the driving device 100 is in the “1-2 speed” mode, “2-3 speed” mode, and “3-4 speed” mode in the “EV traveling” mode and the “non-EV traveling” mode shown in FIG. On the output side, power is transmitted to the drive shaft 16 through both the third output shaft 10 and the fourth output shaft 11 and output. In this case, although the torque acting on each of the first planetary gear 17 and the second planetary gear 18 is larger than the case where the first planetary gear 17 or the second planetary gear 18 is on the non-output side, Compared to the case, it becomes relatively small. Therefore, the driving device 100 is configured so that the ECU 33 operates when the operation mode is the “1-2 speed” mode, the “2-3 speed” mode, and the “3-4 speed” mode in the “EV traveling” mode and the “non-EV traveling” mode. Thus, the drive of the flow control valve 39 and the flow control valve 40 is controlled according to the torque distribution to the first planetary gear 17 and the second planetary gear 18, and the opening of the branch oil passage 39a and the branch oil passage 40a is made relatively small. By reducing the amount of lubricating oil supplied to the first planetary gear 17 and the second planetary gear 18, it is possible to reduce the load on the oil pump 36, thereby reducing oil pump loss and power loss. Can be reduced. In other words, the driving device 100 sets the amount of the lubricating oil supplied to the first planetary gear 17 and the second planetary gear 18 in accordance with the torque distribution to the first planetary gear 17 and the second planetary gear 18, thereby appropriately setting the oil pump 36. The load can be reduced.

  Next, the lubricant supply amount reduction control in the drive device 100 according to this embodiment will be described with reference to the flowchart of FIG.

  First, the ECU 33 determines the current operation mode based on the operating states of the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, and the brake B1 of the transmission mechanism 15, and determines the power. The state of transmission is determined (S100). That is, when the ECU 33 determines that the current operation mode is any one of the “1st speed” mode, the “3rd speed” mode, and the “3rd speed lock” mode in the “EV traveling” mode or the “non-EV traveling” mode. When it is determined that the power is being output from the third output shaft 10 (first planetary gear 17) side, and is determined to be the “second speed” mode in the “EV traveling” mode or the “non-EV traveling” mode, Is output from the fourth output shaft 11 (second planetary gear 18) side, the “1-2 speed” mode and the “2-3 speed” mode in the “EV traveling” mode or the “non-EV traveling” mode. , It is determined that the power is being output from both the third output shaft 10 and the fourth output shaft 11 when it is determined that the mode is one of the “3-4 speed” modes.

  Then, the ECU 33 determines that the current operation mode is any one of the “1st speed” mode, the “3rd speed” mode, and the “3rd speed lock” mode in the “EV traveling” mode or the “non-EV traveling” mode, When it is determined that power is being output from the third output shaft 10 (first planetary gear 17) side (S100: third output shaft side), the drive of the flow control valve 39 is controlled and the opening of the branch oil passage 39a is controlled. The amount of lubricating oil supplied to the second planetary gear 18 is reduced by making it relatively small (S102). Here, if the supply amount of the lubricating oil to the second planetary gear 18 has already been reduced before this S102, the reduced supply amount may be maintained. The same applies to S104 and S106 described below.

  The ECU 33 determines that the current operation mode is the “second speed” mode in the “EV traveling” mode or the “non-EV traveling” mode, and the power is output from the fourth output shaft 11 (second planetary gear 18) side. (S100: fourth output shaft side), the amount of lubricant supplied to the first planetary gear 17 is controlled by controlling the drive of the flow control valve 40 to relatively reduce the opening of the branch oil passage 40a. (S104).

  The ECU 33 determines that the current operation mode is any one of the “1-2 speed” mode, the “2-3 speed” mode, and the “3-4 speed” mode in the “EV traveling” mode or the “non-EV traveling” mode. If it is determined that the power is output from both the third output shaft 10 and the fourth output shaft 11 (S100: both the third output shaft and the fourth output shaft), the first planetary gear 17 and the first The driving of the flow control valve 39 and the flow control valve 40 is controlled in accordance with the torque distribution to the two planetary gears 18 so that the opening of the branch oil passage 39a and the branch oil passage 40a is relatively small, and the first planetary gear 17 The amount of lubricating oil supplied to the two planetary gears 18 is reduced (S106).

  Then, the ECU 33 reduces the output command value to the oil pump 36 according to the supply amount of the lubricating oil reduced in S102, S104 or S106, and reduces the load on the oil pump 36 (S108). Exit. Here, if the output command value to the oil pump 36 has already been reduced before this S108, the reduced output command value may be maintained.

  According to the drive device 100 according to the embodiment of the present invention described above, the engine 1 and the first motor as a power source are configured to include the first planetary gear 17 and the second planetary gear 18 as a plurality of differential mechanisms. The transmission mechanism 15 that can switch the transmission path of power from the generator 2 and the second motor generator 3 to the drive shaft 16 according to the operating state and the oil pump 36 pumps the lubricating oil by using the power of the power source. Lubricating oil can be supplied to the plurality of first planetary gears 17 and the second planetary gears 18, and the power transmitted to the first planetary gear 17 and the second planetary gear 18 is small. And a lubricating oil supply device 34 capable of reducing the supply amount.

  Therefore, the lubricating oil supply device 34 reduces the amount of lubricating oil supplied to the first planetary gear 17 and the second planetary gear 18 with less power transmitted between the first planetary gear 17 and the second planetary gear 18 according to the operation mode. The load of the oil pump 36 that operates using the power of the power source can be reduced, and the oil pump loss can be reduced. As a result, power loss can be reduced, and fuel efficiency can be further improved.

  FIG. 4 is a schematic configuration diagram of the drive device according to the second embodiment of the present invention, and FIG. 5 is a diagram showing operating states of clutches and brakes for setting each mode in the drive device according to the second embodiment of the present invention. (Operation diagram), FIG. 6 is a flowchart for explaining the lubricant supply amount reduction control in the drive device according to the second embodiment of the present invention. The drive device according to the second embodiment has substantially the same configuration as the drive device according to the first embodiment, but is different from the drive device according to the first embodiment in that it includes a separating unit. In addition, about the structure, effect | action, and effect which are common in the Example mentioned above, while overlapping description is abbreviate | omitted as much as possible, the same code | symbol is attached | subjected.

  In the driving apparatus 100 (see FIG. 1) of the first embodiment described above, for example, even when the second planetary gear 18 on the non-output side does not substantially contribute to torque transmission, the carrier Ca18 is interposed via the connecting member 20. Since it is connected to the carrier Ca17 of the first planetary gear 17, the carrier Ca18 rotates so as to be driven in accordance with the rotation of the carrier Ca17 of the first planetary gear 17. For this reason, in the driving device 100, even when the second planetary gear 18 does not substantially contribute to torque transmission, the minimum amount of lubricating oil supplied to the second planetary gear 18 that does not substantially contribute to torque transmission is also reduced. This is necessary, and there is a possibility that oil pump loss may occur due to the load acting on the oil pump 36, and as a result, improvement in fuel consumption may be suppressed.

  Therefore, in the driving device 200 of the present embodiment, as shown in FIG. 4, the transmission mechanism 15 has a disengagement clutch as a disengagement means, here, a sixth clutch C6, thereby further reducing the load of the oil pump 36. To reduce power loss and improve fuel efficiency.

  The sixth clutch C6 is capable of separating the second planetary gear 18 as a differential mechanism that does not contribute to power transmission from the first planetary gear 17 as another differential mechanism. Here, the divided connecting member 20 is divided. Are selectively connected to each other. Here, the carrier Ca17 of the first planetary gear 17 is connected to one of the divided connecting members 20, and the carrier Ca18 of the second planetary gear 18 is connected to the other.

  Here, the sixth clutch C6 is illustrated in the case where a meshing type dog clutch is applied in the same manner as the fifth clutch C5 and the like. That is, the sixth clutch C6 includes a hub 241, a hub 242, and a sleeve 243. The hub 241 and the hub 242 are integrally provided at the end portions of the divided one connecting member 20 and the other connecting member 20 facing each other. The hub 241 and the hub 242 are adjacent to each other along the axial direction, and splines are formed on the outer peripheral surface along the axial direction. The sleeve 243 is spline-fitted to the hub 241 and the hub 242, and is disposed so as to be reciprocally movable along the axial direction by an actuator (not shown).

  Therefore, in the sixth clutch C6, the sleeve 243 is moved to the position where the sleeve 243 is spline-fitted to both the hub 241 and the hub 242, that is, the engagement position, whereby the connection member 20 to which the carrier Ca17 is connected and the carrier Ca18 are connected The connected connecting member 20 can be connected to be able to transmit torque. Further, the sixth clutch C6 moves the sleeve 243 from the engagement position along the axial direction to move to the release position where only the hub 241 or the hub 242 is spline-fitted. The connection between the connected connecting member 20 and the connecting member 20 to which the carrier Ca18 is connected can be released.

  The drive device 200 configured as described above operates the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, the fifth clutch C5, the sixth clutch C6, and the brake B1 of the transmission mechanism 15. By appropriately switching the state, the output shaft can be switched by switching the power transmission path from the engine 1, the first motor generator 2, and the second motor generator 3 to the drive shaft 16 as a power source. An operation mode or a gear position can be set. FIG. 5 collectively illustrates the operating states of the clutches C1 to C6 and the brake B1, and the operation modes or shift speeds set in accordance therewith.

  Here, when the driving mode is any one of the “1st speed” mode, the “3rd speed” mode, and the “3rd speed lock” mode in the “EV traveling” mode or the “non-EV traveling” mode, Power is transmitted to the drive shaft 16 through the three output shaft 10, the sun gear S17 of the first planetary gear 17, and the carrier Ca17, and is output. At this time, in the second planetary gear 18 on the non-output side, the torque (power) substantially transmitted between the sun gear S18 and the carrier Ca18 and between the ring gear R18 and the carrier Ca18 is greatly reduced.

  When the driving mode is any one of the “1st speed” mode, the “3rd speed” mode, and the “3rd speed lock” mode in the “EV traveling” mode or the “non-EV traveling” mode, The sixth clutch C6 is released. As a result, the connecting member 20 connected to the carrier Ca18 of the second planetary gear 18 is released from the connecting member 20 connected to the carrier Ca17 and is not connected. Therefore, the carrier Ca18 of the second planetary gear 18 is connected to the first planetary gear 18. It is prevented from rotating so as to be driven by the rotation of the 17th carrier Ca17. That is, in this case, the carrier Ca18 of the second planetary gear 18 does not contribute to torque transmission and does not rotate.

  As a result, when the driving mode is any one of the “1st speed” mode, the “3rd speed” mode, and the “3rd speed lock” mode in the “EV traveling” mode or the “non-EV traveling” mode, Since the second planetary gear 18 can be prevented from contributing to torque transmission and not rotated by bringing the sixth clutch C6 into the released state, the second planetary gear 18 that does not substantially contribute to torque transmission. However, it is not necessary to supply a minimum amount of lubricating oil. Therefore, when the operation mode is any one of the “1st speed” mode, the “3rd speed” mode, and the “3rd speed lock” mode in the “EV traveling” mode or the “non-EV traveling” mode, the driving device 200 causes the ECU 33 to The sixth clutch C6 is controlled to the released state, the drive of the flow rate control valve 39 is controlled, the branch oil passage 39a is shut off and fully closed, and the second planetary gear 18 separated from the first planetary gear 17 by the sixth clutch C6. Shut off the supply of lubricant. Thereby, the load of the oil pump 36 can be further reduced. As a result, the oil pump loss can be reduced, and the power loss can be further reduced.

  Further, as described above, the driving device 200 can prevent the second planetary gear 18 from contributing to the torque transmission and the rotation by making the sixth clutch C6 in the released state. It is possible to prevent the carrier Ca18 of the second planetary gear 18 from rotating as the carrier Ca17 of the first planetary gear 17 rotates and acting as a resistance to the rotation of the first planetary gear 17. As a result, power loss due to rotation of the carrier Ca18 of the second planetary gear 18 with the rotation of the carrier Ca17 of the first planetary gear 17 can also be prevented.

  Next, the lubricant supply amount reduction control in the drive device 200 according to the present embodiment will be described with reference to the flowchart of FIG. Here, the description overlapping with the explanation of the lubricant supply amount reduction control in FIG. 3 is omitted as much as possible. That is, S100 and S104 to S108 of the lubricant supply amount reduction control shown in FIG. 6 are the same processes as S100 and S104 to S108 of the lubricant oil supply amount reduction control described in FIG.

  In S100, the ECU 33 of the driving device 200 selects any one of the “1st speed” mode, the “3rd speed” mode, and the “3rd speed lock” mode in the “EV traveling” mode or the “non-EV traveling” mode. When it is determined that the power is being output from the third output shaft 10 (first planetary gear 17) side (S100: third output shaft side), the carrier Ca18 of the second planetary gear 18 and the first planetary gear are determined. The sixth clutch C6, which is a disengagement clutch from the 17th carrier Ca17, is released (S201). Thereafter, the ECU 33 controls the driving of the flow rate control valve 39, shuts off the branch oil passage 39a and fully closes it, shuts off the supply of lubricating oil to the second planetary gear 18 (S202), and executes the subsequent processing.

  According to the drive device 200 according to the embodiment of the present invention described above, the first planetary gear 17 with less power transmitted by the lubricant supply device 34 between the first planetary gear 17 and the second planetary gear 18 according to the operation mode, Since the supply amount of the lubricating oil to the second planetary gear 18 is reduced, the load of the oil pump 36 that operates using the power of the power source can be reduced, thereby reducing the oil pump loss. it can. As a result, power loss can be reduced, and fuel efficiency can be further improved.

  Furthermore, according to the drive device 200 according to the embodiment of the present invention described above, the second planetary gear 18 as a differential mechanism that does not contribute to power transmission can be separated from the first planetary gear 17 as another differential mechanism. The sixth clutch C6 is provided. Therefore, the second planetary gear 18 that does not contribute to power transmission by the sixth clutch C6 according to the operating state is separated from the first planetary gear 17, so that the second planetary gear 18 does not contribute to torque transmission and does not rotate. Therefore, it is possible to prevent the second planetary gear 18 from acting as a resistance against the rotation of the first planetary gear 17, thereby reducing the power loss in the second planetary gear 18 that does not contribute to power transmission. Can be prevented.

  Furthermore, according to the drive device 200 according to the embodiment of the present invention described above, the lubricating oil supply device 34 has the second planetary gear 18 as a differential mechanism that does not contribute to the transmission of power disconnected by the sixth clutch C6. Shut off the supply of lubricant to Therefore, the load of the oil pump 36 can be further reduced, and the oil pump loss can be further reduced. As a result, it is possible to further reduce power loss and realize further improvement in fuel consumption.

  Note that the driving device 100 of the first embodiment described above does not include, for example, the sixth clutch C6 as the disengaging means of the second embodiment, so that the device of the driving device 100 of the second embodiment is compared with the driving device 200 of the second embodiment. Increases in size and manufacturing costs can be suppressed.

  FIG. 7 is a schematic configuration diagram of a vehicle to which the drive device according to the third embodiment of the present invention is applied. FIG. 8 is a first motor generator, a power split mechanism, and a speed change mechanism of the drive device according to the third embodiment of the present invention. 9 is a cross-sectional view including the second motor generator and the output unit of the driving apparatus according to the third embodiment of the present invention. FIG. 10 is a cross-sectional view including the output section, and FIG. 10 is a driving apparatus according to the third embodiment of the present invention. FIG. 11 is a diagram for explaining the arrangement of main components viewed from the direction of arrow A in FIG. 8, and FIG. 11 shows the operating states of clutches and brakes for setting each gear position in the drive device according to Embodiment 3 of the present invention. FIG. 12 is a flowchart for explaining an example of the hydraulic pressure reduction amount control in the drive device according to the third embodiment of the present invention.

  The drive device according to the third embodiment has substantially the same configuration as the drive device according to the first embodiment, but the configuration of the power transmission path switching unit is different and is supplied to the hydraulic section of the power transmission path switching unit according to the operating state. This is different from the driving apparatus according to the first embodiment in that the hydraulic pressure is reduced. In addition, about the structure, effect | action, and effect which are common in the Example mentioned above, while overlapping description is abbreviate | omitted as much as possible, the same code | symbol is attached | subjected.

  As shown in FIGS. 7, 8, and 9, the driving apparatus 300 according to this embodiment is mounted on a so-called hybrid vehicle 300 </ b> A that uses a combination of an electric motor and an internal combustion engine as a power source, and the power generated by the power source. Is transmitted to the output member. The hybrid vehicle 300A of the present embodiment is a so-called FF drive type in which the internal combustion engine and the drive wheels are located in the front portion of the vehicle, but is not limited thereto.

  Specifically, drive device 300 applied to hybrid vehicle 300A is of a hybrid type, and has an engine (ENG) 301 as an internal combustion engine as a power source and at least two electric motors having a power generation function. The first motor generator (MG1) 302 and the second motor generator (MG2) 303 are provided. Further, the driving device 300 includes a power split mechanism 304 to which the engine 301 and the first motor generator 302 are respectively connected, an intermediate shaft 305 as an intermediate rotating member to which power from the power split mechanism 304 is transmitted, A transmission mechanism 306 as power transmission path switching means for shifting the rotation of the shaft 305 and an output unit 307 for transmitting the power output from the transmission mechanism 306 or the second motor generator 303 to the drive wheels 308 are provided. Further, the drive device 300 includes a controller 31, a power storage device 32, and an electronic control unit (ECU) 33 as control means, as with the drive device 100 (see FIG. 1) described above.

  The drive device 300 includes a plurality of units for switching a power transmission path from the engine 301, the first motor generator 302, and the second motor generator 303 as power sources to a counter driven gear 320 as an output member of an output unit 307 described later. As a combined mechanism, a first clutch C301, a second clutch C302, a first brake B301, and a second brake B302 are provided. Therefore, the driving device 300 can set various power transmission states by appropriately engaging and releasing these first clutch C301, second clutch C302, first brake B301, and second brake B302. .

  In the driving device 300 of the present embodiment, an engine 301 and a first motor generator 302 as one motor generator are connected to a counter driven gear 320 as an output member via a speed change mechanism 306, while a first motor generator as the other motor generator is connected. The two-motor generator 303 is directly connected to the counter driven gear 320 as an output member without using the speed change mechanism 306.

  The engine 301 is a heat engine that outputs thermal energy generated by burning fuel in the form of mechanical energy such as torque, in the same manner as the engine 1 described above (see FIG. 1). As with the first motor generator 2 and the second motor generator 3 (see FIG. 1) described above, the first motor generator 302 and the second motor generator 303 are rotated by being supplied with electric power. In addition to outputting static energy, it is configured to generate an electromotive force by being forcibly rotated by an external force. The first motor generator 302 has a stator 302S and a rotor 302R (see FIG. 8). The stator 302S is fixed to a fixing part 310 such as a casing. The rotor 302R is disposed coaxially with the stator 302S on the inner peripheral side of the stator 302S. The rotor 302R is provided on a rotor shaft 302Ax (an output shaft of the first motor generator 302) connected to a sun gear S304 of a power split mechanism 304 described later. The second motor generator 303 has a stator 303S and a rotor 303R (see FIG. 9). The stator 303S is fixed to a fixing part 310 such as a casing. The rotor 303R is disposed coaxially with the stator 303S on the inner peripheral side of the stator 303S. The rotor 303R is provided on a rotor shaft 303Ax (an output shaft of the second motor generator 303) connected to a second drive gear 319 of the output unit 307 described later.

  Here, in the drive device 300 of the present embodiment, the rotation axes of the first motor generator 302, the power split mechanism 304, and the speed change mechanism 306 are arranged on a common first axis Ax1 (see also FIG. 10). On the other hand, in the driving device 300, the rotation axis of the second motor generator 303 is an axis different from the first axis Ax1, and the second gear Ax2 parallel to the first axis Ax1 is over the transmission mechanism 306 with respect to the axial direction. They are arranged in a wrapped state (see also FIG. 10). That is, the first motor generator 302 and the second motor generator 303 are arranged on different axes, and the second motor generator 303 is opposite to the first motor generator 302 with the power split mechanism 304 interposed in the axial direction. It is arranged on the outer side in the radial direction of the speed change mechanism 306. The second motor generator 303 is arranged on a separate axis from the first motor generator 302, but does not overlap the first motor generator 302 in the axial direction.

  The power split mechanism 304 can be configured by a differential mechanism including at least three rotating elements that are differentially rotated with respect to each other. The power split mechanism 304 includes a first rotating element connected to the engine 301, a second rotating element connected to the first motor generator 302, and a third rotating element that outputs power.

  That is, the power split mechanism 304 has a sun gear S304, a ring gear R304, and a carrier Ca304 as rotating elements. The sun gear S304 is configured as an external gear. Ring gear R304 is configured as an internal gear arranged concentrically with respect to sun gear S304, that is, coaxially. The carrier Ca304 is configured to hold the pinion gear P304 engaged with the sun gear S304 and the ring gear R304 so as to be rotatable and revolved. The power split mechanism 304 is a single pinion type differential (planetary) gear mechanism configured such that the sun gear S304, the ring gear R304, and the carrier Ca304 as these three rotating elements rotate differentially with each other.

  A carrier Ca 304 that is a rotating element of the power split mechanism 304 is connected to the engine 301 via an input shaft 309. Power from the engine 301 is transmitted to the carrier Ca304 via the input shaft 309. The sun gear S304, which is a rotating element of the power split mechanism 304, is connected to the rotor shaft 302Ax of the first motor generator 302. First motor generator 302 is arranged closer to engine 301 than power split mechanism 304. The power from the first motor generator 302 is transmitted to the sun gear S304. An intermediate shaft 305 is connected to a ring gear R304, which is a rotating element of the power split mechanism 304. The power transmitted (input) from the engine 301 to the carrier Ca 304 and the power transmitted (input) from the first motor generator 302 to the sun gear S304 are transmitted (output) from the ring gear R304 to the intermediate shaft 305. That is, in the power split mechanism 304, the carrier Ca304 corresponds to the first rotating element, the sun gear S304 corresponds to the second rotating element, and the ring gear R304 corresponds to the third rotating element.

  Here, the input shaft 309 from the engine 301, the intermediate shaft 305, and the rotor shaft 302Ax of the first motor generator 302 are arranged coaxially. Therefore, the input shaft 309, the intermediate shaft 305, the first motor generator The rotor shaft 302Ax 302 rotates coaxially around the first axis Ax1.

  The transmission mechanism 306 includes a first planetary gear 311 and a second planetary gear 312 as a plurality of differential mechanisms having a differential action, and is a working medium supplied to the hydraulic units 313, 314, 315, and 316, here Actuated by the hydraulic pressure of lubricating oil that is also used as a lubricating medium, and can change the power transmission path from the power source to the counter driven gear 320 as the output member according to the operating state, and the power output to the counter driven gear 320 can be changed. It is. The speed change mechanism 306 is arranged on the same straight line on the opposite side of the engine 301 and the first motor generator 302 with the power split mechanism 304 sandwiched along the axial direction. The speed change mechanism 306 is for shifting the power input from the ring gear R304 of the power split mechanism 304 via the intermediate shaft 305 and output to the counter driven gear 320, and has a plurality of ratios between the input rotation speed and the output rotation speed. It can be changed to. The transmission mechanism 306 includes the above-described first clutch C301, second clutch C302, first brake B301, and second brake B302 as a plurality of engagement mechanisms for setting a plurality of shift states or input / output states. Composed.

  The first planetary gear 311 and the second planetary gear 312 form a Ravigneaux type planetary gear mechanism by sharing a part of the rotating elements. The first planetary gear 311 forms a set of double-pinion type planetary (differential) gear mechanisms, while the second planetary gear 312 forms a set of single-pinion type planetary (differential) gear mechanisms.

  That is, the first planetary gear 311 includes a sun gear S311, a ring gear R311, and a carrier Ca311 as rotating elements. The sun gear S311 is configured as an external gear having a smaller diameter than the sun gear S312 of the second planetary gear 312 described later. Ring gear R311 is configured as an internal gear arranged concentrically with respect to sun gear S311, that is, coaxially. The carrier Ca311 holds the first pinion gear P311-1 meshed with the ring gear R311 and the second pinion gear P311-2 meshed with the first pinion gear P311-1 and the sun gear S311 so that they can rotate and revolve freely. It is configured. The first planetary gear 311 is a double pinion planetary (differential) gear mechanism configured such that the sun gear S311 as the three rotating elements, the ring gear R311 and the carrier Ca311 are differentially rotated with respect to each other.

  The second planetary gear 312 has a sun gear S312, a ring gear R312 and a carrier Ca312 as rotating elements. The sun gear S312 is configured as an external gear having a larger diameter than the sun gear S311 of the first planetary gear 311. Ring gear R312 is configured as an internal gear arranged concentrically with respect to sun gear S312, that is, coaxially. The carrier Ca312 is configured to hold a long pinion gear P312 meshing with the sun gear S312 and the ring gear R312 so as to be rotatable and revolved. The second planetary gear 312 is a single pinion type planetary (differential) gear mechanism configured such that the sun gear S 312, the ring gear R 312, and the carrier Ca 312 as these three rotating elements rotate in a differential manner.

  The first planetary gear 311 and the second planetary gear 312 are constituted by a common member of the carrier Ca311 of the first planetary gear 311 and the carrier Ca312 of the second planetary gear 312 and the ring gear R311 of the first planetary gear 311 and the first gear. The ring gear R312 of the two planetary gears 312 is formed of a common member, and the long pinion gear P312 of the second planetary gear 312 also serves as the first pinion gear P311-1 of the first planetary gear 311. It forms a planetary gear mechanism. The long pinion gear P312 that is also used as the first pinion gear P311-1 is set to have a longer length in the axial direction than the second pinion gear P311-2.

  Therefore, the Ravigneaux type planetary gear mechanism constituted by the first planetary gear 311 and the second planetary gear 312 sharing a part of rotating elements has four rotating elements RM1, RM2, RM3, RM4 in total. It will be. That is, the first rotating element RM1 is configured by the sun gear S311 of the first planetary gear 311. The second rotating element RM2 is configured such that the ring gear R311 of the first planetary gear 311 and the ring gear R312 of the second planetary gear 312 are connected to each other. The third rotating element RM3 is configured by connecting the carrier Ca311 of the first planetary gear 311 and the carrier Ca312 of the second planetary gear 312 to each other, in other words, a common member, and the fourth rotating element RM3. The rotating element RM4 is configured by the sun gear S312 of the second planetary gear 312.

  The first clutch C301, the second clutch C302, the first brake B301, and the second brake B302 are the plurality of rotation elements of the first planetary gear 311 and the second planetary gear 312 that can be differentially rotated with each other, that is, the first rotation element. The connection relationship among RM1, the second rotation element RM2, the third rotation element RM3, the fourth rotation element RM4, the intermediate shaft 305, the fixed portion 310, and the like is switched. Here, the first clutch C301, the second clutch C302, the first brake B301, and the second brake B302 are applied with a frictional engagement mechanism such as a multi-plate clutch including a plurality of separator plates and a plurality of friction plates. . The first clutch C301 is the hydraulic pressure of the lubricating oil supplied to the hydraulic section 313, the second clutch C302 is the hydraulic pressure of the lubricating oil supplied to the hydraulic section 314, and the first brake B301 is the lubricating oil supplied to the hydraulic section 316. In the second brake B302, the multi-plate clutch can be frictionally engaged by the pressing force acting on the multi-plate clutch by the hydraulic pressure of the lubricating oil supplied to the hydraulic section 315.

  The hydraulic units 313, 314, 315, and 316 each have a hydraulic chamber and a pressing piston, and the piston applies a pressing force to each multi-plate clutch according to the hydraulic pressure of the lubricating oil supplied to the hydraulic chamber. Thus, the operating states of the first clutch C301, the second clutch C302, the first brake B301, and the second brake B302 can be switched between the engaged state and the released state, that is, the first planetary gear 311 and the second planetary gear. The connection relationship between the plurality of rotating elements 312 can be switched.

  The first clutch C301 selectively connects the intermediate shaft 305 and the first rotating element RM1 (sun gear S311). That is, the first clutch C301 can operate in an engaged state in which the intermediate shaft 305 and the first rotating element RM1 are coupled and in a released state in which the coupling is released.

  The second clutch C302 selectively connects the intermediate shaft 305 and the third rotation element RM3 (carrier Ca311 and carrier Ca312). That is, the second clutch C302 is operable in an engaged state in which the intermediate shaft 305 and the third rotating element RM3 are coupled and in a released state in which the coupling is released. A one-way clutch 317 is provided between the third rotation element RM3 and the fixed portion 310. The one-way clutch 317 allows the relative rotation between the third rotation element RM3 and the fixed portion 310 in only one direction. That is, the third rotation element RM3 is one-way with respect to the fixed portion 310 by the one-way clutch 317. Only direction rotation is allowed.

  The first brake B301 selectively connects the fixed portion 310 and the fourth rotating element RM4 (sun gear S312). That is, the first brake B301 can operate in an engaged state in which the fixed portion 310 and the fourth rotating element RM4 are coupled and in a released state in which the coupling is released.

  The second brake B302 selectively connects the fixed portion 310 and the third rotation element RM3 (carrier Ca311 and carrier Ca312). That is, the second brake B302 is operable in an engaged state in which the fixed portion 310 and the third rotating element RM3 are coupled and a released state in which the coupling is released.

  The speed change mechanism 306 changes four combinations of the first speed to the fourth speed by changing the combination of the operating states of the first clutch C301, the second clutch C302, the first brake B301, and the second brake B302. Can be established selectively. FIG. 11 collectively illustrates the operating states of the first clutch C301, the second clutch C302, the first brake B301, and the second brake B302, and the shift speeds established by the transmission mechanism 306 set accordingly. . In this figure, “◯” indicates an engaged state in which torque is transmitted, and “X” indicates a released state in which torque is interrupted. As shown in the figure, four speeds (1st, 2nd, 3rd, 4th) with different gear ratios stepwise by switching the operating states of the first clutch C301, the second clutch C302, the first brake B301, and the second brake B302. ) Holds. As is well known, the shift speed is switched based on the vehicle speed and the accelerator operation amount.

  The output unit 307 transmits power output from the speed change mechanism 306 or the second motor generator 303 to the drive wheels 308, and includes a first drive gear 318, a second drive gear 319, and a counter driven gear as an output member. 320, a differential device 321, an intermediate gear 322, and a driven gear 323.

  The first drive gear 318 is connected to a second rotation element RM2 (ring gear R311, ring gear R312) that forms an output rotation element of the speed change mechanism 306, and the power output from the second rotation element RM2 is transmitted.

  The second drive gear 319 is connected to the rotor shaft 303Ax (see FIG. 9) of the second motor generator 303, and the power output from the rotor shaft 303Ax is transmitted.

  In the counter driven gear 320, the first drive gear 318 and the second drive gear 319 mesh with each other, and the power input to the first drive gear 318 or the second drive gear 319 is transmitted. In the drive device 300 of the present embodiment, the counter driven gear 320 can be shared by the first drive gear 318 and the second drive gear 319, and therefore, for example, two counter driven gears corresponding to each drive gear are arranged in the axial direction. The size can be easily reduced as compared with the case where they are arranged in a row.

  The differential device 321 transmits power via the counter driven gear 320 to the left and right drive wheels 308. Between the counter driven gear 320 and the differential device 321 is an intermediate gear 322 that is coaxial with the counter driven gear 320 and rotates integrally therewith, and this intermediate gear 322 is a fixed portion 310 of the differential device 321 (see FIG. 8). Is engaged with a driven gear 323 provided on the vehicle. The gear group of the output unit 307 and the differential device 321 are supported by a common fixing unit 310.

  The first motor generator 302 and the second motor generator 303 described above are connected to a power storage device 32 such as a battery via a controller 31 such as an inverter, and are controlled by the controller 31 to operate as an electric motor or a generator. Is configured to do. Further, control of output torque and power generation amount of the first motor generator 302 and the second motor generator 303, a shift state or driving by operating the first clutch C301, the second clutch C302, the first brake B301, and the second brake B302. An ECU 33 is provided for performing mode control and the like. The ECU 33 is composed mainly of a microcomputer, and performs calculations using input data such as vehicle speed, required driving force, charge amount (SOC) of the power storage device 32, and data stored in advance. The calculation result is output to the controller 31 as a command signal for controlling the first motor generator 302 and the second motor generator 303. Further, the ECU 33 is configured to operate one of the first clutch C301, the second clutch C302, the first brake B301, and the second brake B302 to output a command signal for setting a predetermined operation mode or gear position. ing.

  The drive device 300 configured as described above is mounted on the hybrid vehicle 300A and appropriately switches the operating states of the first clutch C301, the second clutch C302, the first brake B301, and the second brake B302 of the speed change mechanism 306. The output shaft can be switched by switching the power transmission path from the engine 301 as the power source, the first motor generator 302, and the second motor generator 303 to the counter driven gear 320, so that various operation modes or shift stages can be switched. Can be set. In the driving device 300, the first motor generator 302, the power split mechanism 304, and the speed change mechanism 306 are arranged on a common first axis Ax1, and the second motor generator 303 is a second parallel to the first axis Ax1. Since the transmission mechanism 306 is arranged on the axis Ax2 so as to overlap the axis direction, the dimension in the axis direction can be shortened compared to the case where the second motor generator 303 is arranged on the first axis Ax1. . Thereby, the mounting property to the vehicle 300A of the FF drive format can be improved, for example. Moreover, since the second motor generator 303 does not overlap the first motor generator 302 in the axial direction, the setting of the outer diameter of one motor generator is not restricted by the outer diameter of the other motor generator. Therefore, the outer diameters of the first motor generator 302 and the second motor generator 303 can be easily increased. Further, since the power output from the speed change mechanism 306 and the power output from the second motor generator 303 are transmitted in parallel to the counter driven gear 320 of the output unit 307, the second motor generator 303 performs the speed change of the speed change mechanism 306. It is not affected by operation. Therefore, the number of rotations of second motor generator 303 does not change when the speed change mechanism 306 is changed.

  Here, as shown in FIG. 7, the driving device 300 further includes lubricating oil as a lubricating medium or a transmission mechanism in each part of the device such as the first planetary gear 311 and the second planetary gear 312 of the power split mechanism 304 and the transmission mechanism 306. A lubricating oil supply device 334 is provided as a supply means for supplying hydraulic oil as a working medium to each unit such as the hydraulic units 313, 314, 315, and 316 of the 306. Here, since the lubricating medium and the working medium are shared by the lubricating oil (or the working oil), hereinafter, it is assumed that both the lubricating medium and the working medium are “lubricating oil” unless otherwise specified. The lubricating oil supply device 334 can pump the lubricating oil by an oil pump 336 as a pressure feeding means using the power of the power source, and supply at least the lubricating oil as a working medium to the hydraulic units 313, 314, 315, and 316. The lubricating oil can be supplied to the first planetary gear 311 and the second planetary gear 312 as a lubricating medium.

  Lubricating oil supply device 334 supplies lubricating oil to a supply target portion, that is, each device unit such as first planetary gear 311, second planetary gear 312, hydraulic units 313, 314, 315, and 316 of power split mechanism 304 and transmission mechanism 306. An oil passage 335 that is a passage for performing the operation, and an oil pump 336 that is connected to the oil passage 335 and serves as a pumping unit that sucks, pressurizes, discharges, and pumps lubricating oil stored in a storage unit (not shown); Flow control valves 337, 338, 339, 340 provided in branch oil passages 337 a, 338 a, 339 a, 340 a, 341 a, 342 a, 343 a for branching from the oil passage 335 and supplying lubricating oil to the respective supply target parts, 341, 342, and 343 are comprised.

  The oil pump 336 is driven using the power of the power source, and rotates the crankshaft (not shown) of the engine 301, the first motor generator 302, the rotor shaft 302Ax of the second motor generator 303, and the rotor shaft 303Ax. A mechanical pump that is driven in conjunction with the motor, and an electric pump that is driven by electric power generated by the first motor generator 302 and the second motor generator 303 can be applied. As shown in FIG. 9, the oil pump 336 of this embodiment is provided on a drive gear shaft 324 that is a rotation shaft of the second drive gear 319 and is disposed on the second axis Ax2. The drive gear shaft 324 outputs the power of the second motor generator 303 and rotates integrally with the rotor shaft 303Ax. The oil pump 336 is a well-known mechanical trochoid oil pump that is driven by the rotation of the drive gear shaft 324. Therefore, the oil pump 336 does not require, for example, a speed reduction mechanism for decelerating the rotation of the engine 301 and transmitting it to the oil pump 336, and can secure a sufficient oil discharge amount from a low vehicle speed.

  The flow control valve 337 is provided in the branch oil passage 337a that supplies the lubricating oil to the power split mechanism 304, and the flow control valve 338 is provided in the branch oil passage 338a that supplies the lubricant to the first planetary gear 311. The valve 339 is provided in the branch oil passage 339a that supplies the lubricating oil to the second planetary gear 312, the flow control valve 340 is provided in the branch oil passage 340a that supplies the lubricant to the hydraulic unit 313, and the flow control valve 341 is The flow control valve 342 is provided in the branch oil passage 342a that supplies the lubricating oil to the hydraulic unit 315, and the flow control valve 343 is provided in the hydraulic unit 316. It is provided in the branch oil passage 343a for supplying the lubricating oil. The flow control valves 337, 338, 339, 340, 341, 342, 343 are power split mechanisms by opening and closing the branch oil passages 337a, 338a, 339a, 340a, 341a, 342a, 343a and adjusting the oil passage opening. 304, the first planetary gear 311, the second planetary gear 312, and the hydraulic oil supplied to the hydraulic units 313, 314, 315, and 316 can be adjusted to adjust the supply amount or hydraulic pressure. The oil pump 336 and the flow rate control valves 337, 338, 339, 340, 341, 342, 343 are electrically connected to the above-described ECU 33, and the driving thereof is controlled.

  Here, in the drive device 300 of the present embodiment, the first planetary gear 311 and the second planetary gear 312 that transmit less power in the first planetary gear 311 and the second planetary gear 312 according to the operation mode and the like are supplied to the lubricating oil supply device 334. The amount of lubricating oil supplied to the power source or the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 when the speed change mechanism 306 does not contribute to the transmission of power is reduced. This reduces the load of the oil pump 336 that operates by using this, thereby reducing oil pump loss, further reducing power loss, and further improving fuel efficiency.

  Specifically, the lubricating oil supply device 334 can reduce the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 when the transmission mechanism 306 does not contribute to power transmission. That is, the lubricating oil supply device 334 reduces the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 in a predetermined operation mode in which the speed change mechanism 306 does not contribute to power transmission.

  In the “EV traveling” mode, the driving device 300 according to the present embodiment outputs the power from the engine 301 and the first motor generator 302 of the power source without transmitting the power to the counter driven gear 320. The vehicle 300A is driven only by power. That is, in the “EV traveling” mode, the driving device 300 transmits only mechanical power output from the second motor generator 303 among the power sources to the counter driven gear 320 and the driving wheels 308 to generate driving force. Let Therefore, in the driving device 300, the transmission mechanism 306 does not contribute to the transmission of power in the “EV traveling” mode. Further, in the “regenerative running” mode, the driving device 300 according to the present embodiment performs power regeneration by operating the second motor generator 303 as a generator. That is, in the “regenerative running” mode, the driving device 300 transmits the rotation of the driving wheel 308 to the rotor shaft 303Ax of the second motor generator 303 via the counter driven gear 320 or the like during deceleration or braking. The second motor generator 303 is caused to function as a power generator using the power to generate power (regenerative power generation), and a regenerative braking force is applied to the drive wheels 308 to perform braking. At this time, the engine 301 and the first motor generator 302 among the power sources do not output power. Therefore, in the driving device 300, the transmission mechanism 306 does not contribute to the transmission of power in the “regenerative running” mode.

  In the driving device 300, the engine 301 and the first motor generator 302 are connected to the counter driven gear 320 via the transmission mechanism 306, while the second motor generator 303 is directly connected to the counter driven gear 306 without the transmission mechanism 306. Since it is connected to 320, shift shock and so-called hesitation (deterioration of responsiveness) during the “EV traveling” mode and the “regenerative traveling” mode can be suppressed.

  Lubricating oil supply device 334 has an “EV traveling” mode, which is an operation mode in which only the power from second motor generator 303 among the power sources is transmitted to counter-driven gear 320, or an operation mode in which second motor generator 303 regenerates power. In the “regenerative travel” mode, the hydraulic pressures of the hydraulic units 313, 314, 315, and 316 are reduced. In the “EV traveling” mode or the “regenerative traveling” mode, the lubricant supply device 334 controls the driving of the flow rate control valves 340, 341, 342, and 343 as the supply amount reducing means by the control of the ECU 33, and the branched oil By reducing the opening of the passages 340a, 341a, 342a, 343a relatively and reducing the hydraulic pressure of the hydraulic units 313, 314, 315, 316, the load of the oil pump 336 can be reduced, Oil pump loss can be reduced, and power loss can be reduced. This also reduces the differential rotational speed of the first planetary gear 311 and the second planetary gear 312 constituting the speed change mechanism 306 and releases the first clutch C301, the second clutch C302, the first brake B301, and the second brake B302. The sliding amount of the friction material such as the plate and the friction plate can be reduced, and as a result, the no-load loss can be reduced.

  Further, when the driving device 300 is in the “EV traveling” mode or the “regenerative traveling” mode, the speed change mechanism 306 does not contribute to the transmission of power, and the first planetary gear 311 is compared with the other driving modes. Further, the power transmitted by the second planetary gear 312 is also relatively reduced, and further speaking, both the first planetary gear 311 and the second planetary gear 312 do not substantially contribute to power transmission. Therefore, when the lubricating oil supply device 334 is in the “EV traveling” mode or the “regenerative traveling” mode, the driving of the flow rate control valves 338 and 339 as the supply amount reducing means is controlled by the control of the ECU 33, and the branch oil passage 338a is controlled. 339a can be made relatively small to reduce both the amount of lubricating oil supplied to the first planetary gear 311 and the second planetary gear 312, thereby further reducing the load on the oil pump 336. Thereby, the oil pump loss can be further reduced, and the power loss can be further reduced.

  By the way, when the driving device 300 is in the “EV traveling” mode and the “regenerative traveling” mode as described above, that is, when the transmission mechanism 306 does not contribute to the transmission of power, the hydraulic units 313, 314, 315, 316 When the hydraulic pressure is reduced, the engine 301 is basically in a stopped state. The lubricating oil supply device 334 of the present embodiment is configured so that the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 is reduced and the engine 301 is stopped in the “EV traveling” mode and the “regenerative traveling” mode. When the start is requested, the hydraulic pressure reduction amount of the hydraulic units 313, 314, 315, and 316 is relatively reduced before the engine 301 is started. The lubricating oil supply device 334 controls the flow rate control valves 340, 341, 342, and 343 under the control of the ECU 33 when the engine 301 is requested to start while the hydraulic pressures of the hydraulic units 313, 314, 315, and 316 are reduced. The drive is controlled, and the opening degree of the branch oil passages 340a, 341a, 342a, 343a is relatively increased, and the reduction amount of the hydraulic pressure of the hydraulic units 313, 314, 315, 316 is relatively reduced.

  The presence / absence of a request for starting the engine 301 may be determined by various known methods. For example, the ECU 33 as a determination unit is based on the driver request driving force from the driver for the vehicle 300A, the vehicle speed of the vehicle 300A, or the like. What is necessary is just to judge. For example, the ECU 33 detects the vehicle speed of the vehicle 300A detected by the vehicle speed sensor 33b when the accelerator opening detected by the accelerator opening sensor 33a is equal to or greater than a predetermined opening set as a value corresponding to the driver required driving force. It can be determined that a start request for the engine 301 has occurred when the speed exceeds a predetermined speed set in advance. When it is determined that the start request for the engine 301 is generated in this way, the lubricating oil supply device 334 relatively reduces the amount of reduction in the hydraulic pressure of the hydraulic units 313, 314, 315, and 316. In other words, the ECU 33 sets the reduction amount of the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 based on the accelerator opening or the vehicle speed of the vehicle 300A as a value corresponding to the driver required driving force, and the lubricating oil supply device 334 The hydraulic pressure reduction amount of the hydraulic units 313, 314, 315, and 316 may be adjusted based on the accelerator opening or the vehicle speed of the vehicle 300A. That is, the lubricating oil supply device 334 reduces the hydraulic pressure reduction amount of the hydraulic units 313, 314, 315, and 316 relatively small when the accelerator opening is greater than or equal to the predetermined opening or when the vehicle speed is greater than or equal to the predetermined speed. On the other hand, when the accelerator opening is less than the predetermined opening and the vehicle speed is less than the predetermined speed, the reduction amount of the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 may be relatively increased.

  As a result, the drive device 300 is operated from the “EV traveling” mode or the “regenerative traveling” mode in which the transmission mechanism 306 does not contribute to power transmission and the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 is reduced. When shifting to the “engine running” mode in which the vehicle 300A is driven using power, the hydraulic units 313, 314, 315, and 316 of the transmission mechanism 306 that contribute to power transmission in the “engine running” mode. Since the reduction amount of the hydraulic pressure is reduced in advance before the engine 301 is started, switching from the “EV traveling” mode or the “regenerative traveling” mode to the “engine traveling” mode can be performed smoothly.

  Whether or not the engine 301 is requested to start may be determined by the ECU 33 as a determination unit based on the charge amount SOC of the power storage device 32, the coolant temperature of the engine 301, or the like. The ECU 33, for example, when the charge amount SOC of the power storage device 32 is equal to or lower than a preset predetermined amount or the coolant temperature of the engine 301 detected by the coolant temperature sensor 33c is equal to or lower than a preset predetermined temperature. In this case, it may be determined that a request for starting the engine 301 has occurred. In other words, the ECU 33 sets a reduction amount of the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 based on the charge amount SOC of the power storage device 32 or the coolant temperature of the engine 301, and the lubricating oil supply device 334 The hydraulic pressure reduction amount of the hydraulic units 313, 314, 315, and 316 may be adjusted based on the charge amount SOC of 32 or the coolant temperature of the engine 301. That is, the lubricating oil supply device 334 determines the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 when the charge amount SOC of the power storage device 32 is equal to or lower than the predetermined amount or when the coolant temperature of the engine 301 is equal to or lower than the predetermined temperature. When the amount of charge SOC of the power storage device 32 exceeds a predetermined amount and the cooling water temperature of the engine 301 exceeds the predetermined temperature, the hydraulic units 313, 314, 315, 316 It is preferable to relatively increase the amount of reduction in hydraulic pressure.

  In addition, the driving device 300 lubricates the vehicle 300 </ b> A when an “EV traveling” mode in which only the power from the second motor generator 303 among the power sources is transmitted from the driver to the counter driven gear 320 is requested from the driver. The oil supply device 334 relatively increases the reduction amount of the hydraulic pressure of the hydraulic units 313, 314, 315, and 316. That is, the lubricating oil supply device 334, for example, the EV switch 33d is turned ON by the driver, the driver actively requests the “EV traveling” mode, and the transition to the “engine traveling” mode is actively performed. When it is not desired, the reduction amount of the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 is relatively increased. Therefore, the driving device 300 is more active when the driving state is such that it is not necessary to consider hesitation when switching from the “EV traveling” mode or the “regenerative traveling” mode to the “engine traveling” mode. The load on the oil pump 336 can be further reduced by increasing the amount of reduction in the hydraulic pressure of the hydraulic units 313, 314, 315, and 316.

  Next, an example of the oil pressure reduction amount control in the drive device 300 according to the present embodiment will be described with reference to the flowchart of FIG. This control routine is repeatedly executed by the ECU 33 at a control cycle of several ms to several tens of ms.

  First, the ECU 33 determines whether or not the current operation mode is the “EV traveling” mode or the “regenerative traveling” mode by various known methods (S300). When it is determined that the current operation mode is neither the “EV traveling” mode or the “regenerative traveling” mode (S300: No), the hydraulic pressure reduction amount control is terminated.

  When it is determined that the current operation mode is the “EV traveling” mode or the “regenerative traveling” mode (S300: Yes), that is, it is determined that the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 has been reduced. If the ECU 33 is detected, the ECU 33 determines whether or not the EV switch 33d is ON (S302). When it is determined that the EV switch 33d is OFF (S302: No), the ECU 33 determines whether or not the current operating state of the driving device 300 is an operating state in the vicinity of the operating state in which the engine 301 is started. Is determined (S304). For example, the ECU 33 detects the accelerator opening detected by the accelerator opening sensor 33a as a value corresponding to the driver required driving force, the vehicle speed of the vehicle 300A detected by the vehicle speed sensor 33b, the charge amount SOC of the power storage device 32, and the coolant temperature sensor 33c. Whether or not the engine 301 is requested to start is determined based on the detected coolant temperature of the engine 301, and whether or not the current operation state of the drive device 300 is an operation state in the vicinity of the operation state in which the engine 301 starts. What is necessary is just to determine.

  When it is determined that the current operation state of the drive device 300 is an operation state in the vicinity of the operation state in which the engine 301 is started (S304: Yes), the ECU 33 determines the hydraulic pressure of the hydraulic units 313, 314, 315, and 316. The reduction amount is set to a hydraulic pressure reduction amount P1 smaller than a hydraulic pressure reduction amount P2 described later (S306), and the lubricating oil supply device 334 reduces the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 based on the hydraulic pressure reduction amount P1. Adjust the amount and finish this control.

  When it is determined in S302 that the EV switch 33d is ON (S302: Yes), or in S304, it is determined that the current driving state of the driving device 300 is not in the driving state in the vicinity of the driving state in which the engine 301 starts. When it is determined (S304: No), the ECU 33 sets the hydraulic pressure reduction amount of the hydraulic units 313, 314, 315, and 316 to a hydraulic pressure reduction amount P2 that is larger than the hydraulic pressure reduction amount P1 (S308), and the lubricating oil supply device 334 Based on this oil pressure reduction amount P2, the oil pressure reduction amounts of the hydraulic units 313, 314, 315, and 316 are adjusted, and this control is terminated.

  The drive device 300 according to the embodiment of the present invention described above includes the first planetary gear 311 and the second planetary gear 312 as a plurality of differential mechanisms, and includes the hydraulic units 313, 314, 315, and 316. The power transmission path from the engine 301, the first motor generator 302, and the second motor generator 303 as the power source to the counter driven gear 320 is switched according to the operating state by operating with the oil pressure of the lubricating oil as the supplied working medium. The gears 313, 314, 315, and 316 are provided with a speed change mechanism 306 capable of changing the power output to the counter driven gear 320 and the oil pump 336 using the power of the power source, and the lubricating oil is used as a working medium. And the first planetary gear 311 and the second The amount of lubricating oil supplied to the first planetary gear 311, the first planetary gear 311, and the first planetary gear 311, which can be supplied to the planetary gear 312, and the power transmitted to the second planetary gear 312 is small, and the transmission mechanism 306 contributes to the transmission of power. And a lubricating oil supply device 334 that can reduce the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 when not.

  Therefore, the amount of lubricating oil supplied to the first planetary gear 311 and the second planetary gear 312 with less power transmitted by the lubricating oil supply device 334 in the first planetary gear 311 and the second planetary gear 312 according to the operation mode, and the speed change mechanism 306 is the power. Since the hydraulic pressure of the hydraulic sections 313, 314, 315, and 316 when not contributing to the transmission of the oil is reduced, the load on the oil pump 336 that operates using the power of the power source can be reduced. Pump loss can be reduced. As a result, power loss can be reduced, and fuel efficiency can be further improved.

  Furthermore, according to the driving apparatus 300 according to the embodiment of the present invention described above, the lubricating oil supply apparatus 334 includes the hydraulic unit based on the driver requested driving force for the vehicle 300A on which the speed change mechanism 306 is mounted or the vehicle speed of the vehicle 300A. The amount of oil pressure reduction of 313, 314, 315, 316 is adjusted. Therefore, for example, the driving device 300 determines the hydraulic units 313, 314, 315, and 316 when the accelerator opening, which is a value corresponding to the driver required driving force, is equal to or greater than a predetermined opening, While the hydraulic pressure reduction amount is relatively small, when the accelerator opening is less than the predetermined opening and the vehicle speed is less than the predetermined speed, the hydraulic pressure reduction amount of the hydraulic units 313, 314, 315, and 316 is relatively large. To do. As a result, the driving device 300 can appropriately adjust the reduction amount of the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 according to the accelerator opening and the vehicle speed, which are values corresponding to the driver required driving force. Further, the switching from the “EV traveling” mode or the “regenerative traveling” mode to the “engine traveling” mode can be performed smoothly, and drivability can be improved.

  Furthermore, according to the driving apparatus 300 according to the embodiment of the present invention described above, the power source includes the engine 301, the first motor generator 302, and the second motor generator 303. The first motor generator 302 is connected to the counter driven gear 320 via the speed change mechanism 306, the other second motor generator 303 is connected to the counter driven gear 320 not via the speed change mechanism 306, and the lubricating oil supply device 334 is connected to the power source. Among the hydraulic units 313, 314, and the "EV traveling" mode in which only the power from the second motor generator 303 is transmitted to the counter driven gear 320 or the "regenerative traveling" mode in which the second motor generator 303 regenerates electric power. 315 and 316 are reduced. Therefore, in the driving device 300, the engine 301 and the first motor generator 302 are connected to the counter driven gear 320 via the transmission mechanism 306, while the second motor generator 303 is directly connected to the counter driven gear 320 without the transmission mechanism 306. Therefore, it is possible to suppress shift shock and so-called hesitation (deterioration of responsiveness) during the “EV traveling” mode and the “regenerative traveling” mode. The driving device 300 reduces the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 when the transmission mechanism 306 is in the “EV traveling” mode and the “regenerative traveling” mode that do not contribute to power transmission. The load of the oil pump 336 that operates by using the power of the power source can be reduced, whereby the oil pump loss can be reduced.

  Furthermore, according to the driving apparatus 300 according to the embodiment of the present invention described above, the lubricating oil supply apparatus 334 is required to start the engine 301 in a state where the hydraulic pressure of the hydraulic sections 313, 314, 315, and 316 is reduced. When the engine 301 is started, the hydraulic pressure reduction amount of the hydraulic units 313, 314, 315, and 316 is relatively reduced in advance before the engine 301 is started. Therefore, when the driving device 300 shifts from the “EV traveling” mode or the “regenerative traveling” mode to the “engine traveling” mode, the amount of decrease in the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 is reduced. Since the number is previously reduced, switching from the “EV traveling” mode or the “regenerative traveling” mode to the “engine traveling” mode can be performed smoothly. As a result, the drive device 300 can achieve both reduction of power loss and suppression of hesitation (deterioration of responsiveness).

  Furthermore, according to the drive device 300 according to the embodiment of the present invention described above, the lubricant supply device 334 is supplied from the driver to the second motor generator among the power sources for the vehicle 300A on which the speed change mechanism 306 is mounted. When the “EV traveling” mode in which only the power from 303 is transmitted to the counter driven gear 320 is requested, the amount of reduction in the hydraulic pressure of the hydraulic units 313, 314, 315, and 316 is relatively increased. Therefore, the driving device 300 is more active when the driving state is such that it is not necessary to consider hesitation when switching from the “EV traveling” mode or the “regenerative traveling” mode to the “engine traveling” mode. By increasing the amount of hydraulic pressure reduction of the hydraulic units 313, 314, 315, and 316, the load on the oil pump 336 can be further reduced, thereby further reducing the oil pump loss and reducing the power loss. Further reduction can be achieved.

  Furthermore, according to the driving apparatus 300 according to the embodiment of the present invention described above, the speed change mechanism 306 includes the first clutch C301, the second clutch C301, and the second clutch that switch the connection relationship of the rotating elements of the first planetary gear 311 and the second planetary gear 312. The clutch C302, the first brake B301, and the second brake B302 are configured to include the first clutch C301, the second clutch C302, and the first brake B301 by the hydraulic pressure of the lubricating oil supplied to the hydraulic units 313, 314, 315, and 316. The operating state of the second brake B302 can be switched. Therefore, the driving device 300 adjusts the oil pressure of the lubricating oil supplied to the hydraulic units 313, 314, 315, and 316 by the lubricating oil supply device 334 to adjust the first clutch C301, the second clutch C302, the first brake B301, By appropriately engaging and releasing the two brakes B302, various power transmission states can be set, and the power transmission path from the power source to the counter driven gear 320 is switched according to the driving state to the counter driven gear 320. The output power can be appropriately changed.

  The driving device according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims.

  In the above description, the driving device has been described as including the engine 1, the first motor generator 2, the second motor generator 3, or the engine 301, the first motor generator 302, and the second motor generator 303 as a power source. However, it is not limited to this, and for example, three or more electric motors may be provided.

  Further, in the above description, the power transmission path switching means of the driving device has two planetary gears of the first planetary gear 17 and the second planetary gear 18 or two of the first planetary gear 311 and the second planetary gear 312 as a plurality of differential mechanisms. Although described as having a planetary gear, the present invention is not limited thereto, and for example, three or more planetary gears may be provided.

  In the above description, the speed change mechanism 15 as the power transmission path switching means has been described as having the first planetary gear 17 and the second planetary gear 18 as two single pinion type planetary gear mechanisms. Instead, it can be constituted by a plurality of differential mechanisms having a differential action such as a double pinion type planetary gear mechanism or a planetary roller mechanism. The speed change mechanism 306 as the power transmission path switching means has been described on the assumption that a pair of double pinion type first planetary gears 311 and a set of single pinion type second planetary gears 312 form a Ravigneaux type planetary gear mechanism. Each may constitute an independent planetary gear mechanism.

  As described above, the drive device according to the present invention can reduce power loss and is suitable for use in various drive devices.

It is a schematic block diagram of the drive device which concerns on Example 1 of this invention. It is a graph which shows the operating state of the clutch and brake for setting each mode in the drive device which concerns on Example 1 of this invention. It is a flowchart explaining the lubricating oil supply amount reduction control in the drive device according to the first embodiment of the present invention. It is a schematic block diagram of the drive device which concerns on Example 2 of this invention. It is a graph which shows the operating state of the clutch and brake for setting each mode in the drive device which concerns on Example 2 of this invention. It is a flowchart explaining the lubricating oil supply amount reduction control in the drive device which concerns on Example 2 of this invention. It is a schematic block diagram of the vehicle to which the drive device which concerns on Example 3 of this invention was applied. It is sectional drawing containing the 1st motor generator of the drive device which concerns on Example 3 of this invention, a motive power division mechanism, a transmission mechanism, and an output part. It is sectional drawing containing the 2nd motor generator and output part of the drive device which concern on Example 3 of this invention. It is a figure explaining arrangement | positioning of the main components seen from the arrow A direction of FIG. 8 in the drive device which concerns on Example 3 of this invention. It is a table | surface (operation drawing) which shows the operating state of the clutch and brake for setting each gear stage in the drive device which concerns on Example 3 of this invention. It is a flowchart explaining an example of the oil pressure reduction amount control in the drive device according to the third embodiment of the present invention.

Explanation of symbols

1,301 engine (power source, internal combustion engine)
2, 302 First motor generator (power source)
3, 303 Second motor generator (power source)
4,304 Power split mechanism 5,309 Input shaft 6 First output shaft 7 Second output shaft 8 Deceleration mechanism 9, 310 Fixed portion 10 Third output shaft 11 Fourth output shaft 12, 13, 22, 25, 28, 29 , 241, 242 Hub 14, 23, 26, 30, 243 Sleeve 15, 306 Transmission mechanism (power transmission path switching means)
16 Drive shaft (output member)
17, 311 First planetary gear (differential mechanism)
18, 312 Second planetary gear (differential mechanism)
20 connecting members 21, 24, 27 cylindrical portion 31 controller 32 power storage device 33 ECU
33a Accelerator opening sensor 33b Vehicle speed sensor 33c Cooling water temperature sensor 33d EV switch 34, 334 Lubricating oil supply device (supply means)
35, 335 Oil passage 36, 336 Oil pump (pressure feeding means)
37, 38, 39, 40, 337, 338, 339, 340, 341, 342, 343 Flow rate control valve 37a, 38a, 39a, 40a, 337a, 338a, 339a, 340a, 341a, 342a, 343a Branch oil passage 100, 200, 300 Drive device 305 Intermediate shaft 307 Output unit 308 Drive wheel 313, 314, 315, 316 Hydraulic unit 317 One-way clutch 318 First drive gear 319 Second drive gear 320 Counter driven gear (output member)
321 Differential gear 322 Intermediate gear 323 Driven gear 324 Drive gear axis Ax1 First axis Ax2 Second axis B1 Brake B301 First brake B302 Second brake C1, C301 First clutch C2, C302 Second clutch C3 Third clutch C4 Fourth Clutch C5 Fifth clutch C6 Sixth clutch (disengaging means)
Ca4, Ca8, Ca17, Ca18, Ca304, Ca311, Ca312 Carriers R4, R8, R17, R18, R304, R311, R312 Ring gear RM1 First rotating element RM2 Second rotating element RM3 Third rotating element RM4 Fourth rotating element S4, S8, S17, S18, S304, S311, S312 Sun gear

Claims (9)

A power transmission path switching means configured to include a plurality of differential mechanisms and capable of switching the power transmission path from the power source to the output member according to the operating state;
The differential medium is capable of pumping a lubricating medium by a pumping means using the power of the power source and supplying the lubricating medium to the plurality of differential mechanisms and transmitting less power in the plurality of differential mechanisms. Supply means capable of reducing the supply amount of the lubricating medium to the mechanism ;
The differential mechanism that does not contribute to the transmission of power is provided with a separation means that can be separated from the other differential mechanism ,
Drive device. The supply means cuts off the supply of the lubricating medium to the differential mechanism that does not contribute to the transmission of the power separated by the separation means.
The drive device according to claim 1 . The power transmission path switching means is capable of shifting the power that is operated by the hydraulic pressure of the working medium supplied to the hydraulic section and switches the power transmission path to output to the output member.
The supply means can supply the lubricating medium as the working medium to the hydraulic section, and can reduce the hydraulic pressure of the hydraulic section when the power transmission path switching means does not contribute to the transmission of power. Characterized by the
The drive device according to claim 1 or 2 . A power transmission path switching means configured to include a plurality of differential mechanisms and capable of switching the power transmission path from the power source to the output member according to the operating state;
The differential medium is capable of pumping a lubricating medium by a pumping means using the power of the power source and supplying the lubricating medium to the plurality of differential mechanisms and transmitting less power in the plurality of differential mechanisms. A supply means capable of reducing the supply amount of the lubricating medium to the mechanism,
The power transmission path switching means is capable of shifting the power that is operated by the hydraulic pressure of the working medium supplied to the hydraulic section and switches the power transmission path to output to the output member.
The power source includes an internal combustion engine and two motor generators, and the internal combustion engine and one of the motor generators are connected to the output member via the power transmission path switching means, and the other motor generator is connected. Is connected to the output member without the power transmission path switching means,
The supply means can supply the lubricating medium as the working medium to the hydraulic unit, and can reduce the hydraulic pressure of the hydraulic unit when the power transmission path switching unit does not contribute to the transmission of power. Reducing the hydraulic pressure of the hydraulic section in an operation mode in which only the power from the other motor generator of the power source is transmitted to the output member or an operation mode in which the other motor generator regenerates electric power. Characterized by the
Drive device. A power transmission path switching means capable of shifting the power to be output to the output member by switching the power transmission path from the power source to the output member according to the operating state by operating with the hydraulic pressure of the working medium supplied to the hydraulic section When,
The hydraulic pressure when the working medium can be pumped by the pumping means using the power of the power source and the working medium can be supplied to the hydraulic unit, and the power transmission path switching means does not contribute to the transmission of the power. Bei example and can reduce feed means hydraulic pressure parts,
The power source includes an internal combustion engine and two motor generators, and the internal combustion engine and one of the motor generators are connected to the output member via the power transmission path switching unit, and the other motor generator is connected. Is connected to the output member without the power transmission path switching means,
The supply unit is configured to operate the hydraulic unit in an operation mode in which only power from the other motor generator of the power source is transmitted to the output member or an operation mode in which the other motor generator regenerates power. Characterized by reducing oil pressure ,
Drive device. The supply means adjusts a reduction amount of the hydraulic pressure of the hydraulic section based on a required driving force for a vehicle on which the power transmission path switching means is mounted or a vehicle speed of the vehicle.
The drive device according to claim 4 or 5. When the start-up of the internal combustion engine is requested in a state where the hydraulic pressure of the hydraulic section is reduced, the supply means relatively reduces a reduction amount of the hydraulic pressure of the hydraulic section in advance before starting the internal combustion engine. Characterized by the
The drive device according to any one of claims 4 to 6 . The supply means is for when a driving mode in which only the power from the other motor generator among the power sources is transmitted to the output member is requested from the driver to a vehicle equipped with the power transmission path switching means. Further, the hydraulic pressure reduction amount of the hydraulic part is relatively increased,
The drive device according to any one of claims 4 to 7 . The power transmission path switching means is configured to include a clutch and a brake for switching the connection relationship of the rotating elements of the plurality of differential mechanisms, and the clutch and the brake are controlled by the hydraulic pressure of the working medium supplied to the hydraulic unit. The operating state can be switched,
The drive device according to any one of claims 4 to 8 .

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