JP5182398B2 - Hybrid drive device - Google Patents

Description

  The present invention relates to a hybrid drive device including a plurality of types of power devices as a power source for running a vehicle, and in particular, between a prime mover such as an internal combustion engine and a generator or motor such as a motor / generator and an output member. The present invention relates to a hybrid drive device configured to perform torque distribution, synthesis, or transmission via a plurality of planetary gear mechanisms.

  An example of this type of driving device is described in Patent Document 1. In the drive device described in Patent Document 1, an engine and a first motor / generator are connected to a planetary gear mechanism, and a reaction force is applied to the power input from the engine by the first motor / generator. The combined power is output from the output element. A second motor / generator is connected to the output element, and is connected to a predetermined rotating element in the planetary gear mechanism that performs acceleration / deceleration. This planetary gear mechanism is constituted by a set of planetary gear mechanisms, a compound planetary gear mechanism in which a plurality of planetary gear mechanisms are combined, or a Ravigneaux type planetary gear mechanism, and the like, in addition to the output element or the second motor / generator. The engine is connected.

  Therefore, in the hybrid drive device described in Patent Document 1, since the planetary gear mechanism to which the engine and the first motor / generator are coupled performs a differential action, the engine speed can be controlled by the first motor / generator, The engine can be driven at or near the optimum fuel consumption point to improve fuel consumption. Further, when the first motor / generator gives a reaction torque to the engine torque, the engine torque is amplified and output from the output element, and the electric power generated at that time is supplied to the second motor / generator. It functions as a motor, and its torque is transmitted to the planetary gear mechanism for acceleration / deceleration.

  The planetary gear mechanism for acceleration / deceleration is configured so that a torque transmission path or a gear ratio can be changed by an engagement mechanism such as a clutch or a brake. Therefore, the engine speed relative to the vehicle speed or the first motor / generator The amount of power generation can be changed. That is, a plurality of drive modes can be set. Therefore, the hybrid drive device described in Patent Document 1 can obtain a large driving force by sufficiently performing so-called torque assist by the second motor / generator, and can increase the rate of power transmission without power conversion. Thus, the power transmission efficiency can be improved.

  On the other hand, Patent Document 2 has a brake that selectively fixes a motor / generator coupled to the planetary gear mechanism together with the engine, and sets the overdrive state by braking the motor / generator with the brake. A hybrid transmission configured to do so is described. Further, Patent Document 3 includes a generator driven by an engine and an electric motor connected to an output shaft, and combines the engine torque and the reaction torque generated by the generator and transmits the resultant to the output shaft. The electric power generated by the machine is driven by the parallel hybrid that transmits the torque to the output shaft, the connection between the output shaft and the engine and the generator is released, and the power obtained by driving the generator with the engine An apparatus is described that can select two drive modes with a series hybrid that generates a driving torque for traveling by driving an electric motor.

JP 2005-1112019 A JP 2004-183801 A JP 2000-209706 A

In the apparatus described in Patent Document 1 described above, since it sets the operation mode for the operation mode and the high-speed low-speed, setting the low speed operation mode when requiring a large driving force at low speed Thus, the required driving force can be obtained while suppressing an increase in engine speed. Further, when the vehicle speed is increased to some extent, it is possible to prevent the engine speed from increasing by setting an operation mode for high speed.

  However, for example, in the case of high vehicle speed travel where the engine speed greatly deviates from the engine speed at which the fuel efficiency is optimal to the high engine speed side, by controlling the motor / generator speed in the high-speed operation mode The engine speed can be relatively reduced, but in the configuration described in Patent Document 1, the second motor / generator connected to the output side in the direction of torque transmission from the engine to the output shaft And function as a motor by supplying the power to the first motor / generator connected to the input side. Therefore, if an attempt is made to suppress an increase in engine speed at high vehicle speeds, power is generated with the power of the engine, the motor is driven with the power, and the power from the motor is added to the power output from the engine.

  This is a state of power circulation mediated by electric power, and power loss such as loss due to energy conversion increases. Eventually, power transmission efficiency is low, and fuel efficiency may deteriorate. In addition, the torque acting on the gear increases with the power circulation, resulting in a decrease in power transmission efficiency, resulting in a decrease in the durability of the gear mechanism, or sufficient strength of the gear mechanism. Therefore, there is a possibility that the gear mechanism is enlarged.

  Further, in the hybrid drive device having the configuration described in Patent Document 1, when the first motor / generator is driven by the engine to generate electric power, and the second motor / generator is reversely powered by the electric power, that is, the rotation direction during forward movement If the motor functions so as to rotate in the opposite direction, power circulation occurs and power transmission efficiency deteriorates as in the case described above. In addition to this, torque is transmitted from the engine to the planetary gear mechanism for speed increasing / decreasing, and this acts to reduce the torque in the reverse direction by the second motor / generator, so that the driving torque is reduced.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a hybrid drive device capable of improving power transmission efficiency and improving fuel efficiency.

In order to achieve the above-mentioned goal, the invention of claim 1 is directed to a power distribution planetary gear mechanism that distributes power output from a prime mover to a reaction force element and an output element to which a generator is connected, and to the output element. An increased and reduced planetary gear mechanism that increases and decreases the power transmitted from the output element, and an engagement mechanism that selectively connects a predetermined rotating element in these planetary gear mechanisms to another predetermined member. And the engagement mechanism is configured to set a plurality of drive modes by engaging and releasing the engagement mechanism, and the engagement mechanism has a relatively low rotational speed of the prime mover. A maximum speed engagement mechanism that engages in order to set the maximum speed mode at which the rotation speed is set; and a non-highest speed engagement mechanism that engages in order to set another drive mode. The engagement mechanism is a meshing type Is constituted by the engagement mechanism, and the non fastest engagement mechanism is constituted by a friction type engagement mechanism, the meshing type engagement mechanism, located adjacent in the axial direction relative to the electric motor And an actuator that moves back and forth in the axial direction to switch the engagement / disengagement state of the meshing engagement mechanism, and the electric motor includes a stator coil that protrudes to at least one side in the axial direction. on the inner circumference side of at least a part thereof is disposed at least a portion of these stator coils and the actuator is a feature and be shall that you overlap in the axial direction of the actuator.

The invention of claim 2 is the invention of claim 1, further comprising another frictional engagement mechanism arranged in parallel with the meshing engagement mechanism, wherein the high speed mode or the maximum speed mode and another drive mode are provided. When switching between modes, the meshing engagement mechanism is maintained in the released state and the engagement release state of the other frictional engagement mechanism is switched to set the high speed mode or the maximum speed mode. In this case, the hybrid drive device is configured to engage the meshing engagement mechanism and to release the other frictional engagement mechanism.

According to a third aspect of the invention, in the first aspect of the invention, the actuator includes a cylindrical portion arranged concentrically with respect to the rotation center axis of the electric motor, and the rotating portion of the electric motor is supported by the cylindrical portion. The hybrid drive device is characterized in that a bearing is held.

According to this invention, the power output from the prime mover is distributed to the generator and the output element by the power distribution planetary gear mechanism. In other words, the engine torque and the reaction torque generated by the generator are combined and output from the output element. Then, torque is added to the output element from the electric motor. Since the output torque is connected to the speed increasing / decreasing planetary gear mechanism, the power of the output element is increased or decreased or output as it is. The above planetary gear mechanisms are connected to each other by an engagement mechanism, or a predetermined rotating element is fixed, and accordingly, a plurality of drive modes are set according to the connected state or the fixed state. This drive mode is a drive state in which the number of revolutions of the prime mover with respect to the output speed or the vehicle speed or the state of power generation are different from each other, and the drive state includes a high speed mode. The high-speed mode is a driving mode that is set when predetermined rotating elements of each planetary gear mechanism are connected to each other by an engagement mechanism and each planetary gear mechanism forms a predetermined compound planetary gear mechanism. In the collinear diagram for the planetary gear mechanism, the rotating element to which the generator is connected, the rotating element to which the output member is connected, the rotating element to which the prime mover is connected, and the rotating element to which the electric motor is connected are arranged in this order. State. And the electric motor and the output element with which this is connected can be fixed by a brake mechanism. Therefore, in the state where the motor is fixed by the brake mechanism in this high speed mode, the prime mover is driven at a low speed relative to the output speed by driving the prime mover and generating the reaction torque by generating power with the generator. A number of overdrive states can be set. This high-speed mode is set in a low-load high-speed state, and power circulation does not occur, and power transmission without power conversion is possible, so that power transmission efficiency is improved and the frequency of use is high. Excellent fuel economy.

According to the present invention, a plurality of drive modes can be set. Of these, the engagement mechanism for setting the highest speed mode is constituted by a meshing engagement mechanism, so that little power is consumed in order to maintain the highest speed mode that is frequently used, and therefore the power in the highest speed mode. Transmission efficiency and fuel consumption can be improved . Furthermore, since a part of the generator and a part of the meshing engagement mechanism adjacent to the generator are overlapped in the axial direction, the overall length can be shortened by using space effectively, and the size can be reduced. Can be planned.

According to the invention of claim 2, in the state where the high-speed mode or the highest-speed mode that is frequently used is set, most of the power is consumed to maintain the engagement mechanism for setting the mode in the engagement state. In addition, since the switching of the drive mode can be executed by operating the frictional engagement mechanism, it is possible to achieve both improvement in power transmission efficiency and fuel consumption and prevention of shock at the time of mode switching.

According to the invention of claim 3, since a part of the actuator that operates the meshing engagement mechanism also serves as a bearing holding member that supports the rotating member in the generator, the apparatus can be used by sharing parts and reducing the number of parts. The overall structure can be reduced in size.

It is a skeleton figure which shows typically the reference example of the drive device concerning this invention. It is a graph which shows the engagement / release state of each clutch for setting the 1st mode and the 2nd mode with the drive device. It is a collinear diagram which shows the driving | running state in the 1st mode. It is an alignment chart which shows the driving | running state in the 2nd mode. It is a skeleton figure which shows typically an example of the drive device concerning this invention. It is a table | surface which shows the engagement / release state of each clutch for setting the 1st mode, the 2nd mode, and the 3rd mode with the drive device. It is an alignment chart which shows the driving | running state in the 3rd mode. It is a skeleton figure which shows typically the other example of the drive device which concerns on this invention. It is a skeleton figure which shows typically the other reference example of the drive device which concerns on this invention. It is a figure which shows typically the operation position of the engagement mechanism. It is a collinear diagram for demonstrating a backward drive state. It is sectional drawing which shows an example of the actuator of the 2nd brake shown in FIG. It is sectional drawing which shows an example of the actuator of the 2nd clutch shown in FIG.

Next, the present invention will be described based on specific examples. Figure 1 is a diagram showing a reference example of the present invention, in the shown to example here, the prime mover: (engine ENG) 1, two motor-generator as a generator or a motor (MG1, MG2) 2,3 and Is provided as a power unit, and three sets of planetary gear mechanisms 4, 5, and 6 are used. The prime mover 1 is an internal combustion engine, and is a power device that outputs power by burning fuel such as a gasoline engine, a diesel engine, or a natural gas engine. Preferably, the internal combustion engine can electrically control a load such as a throttle opening, and can set an optimum operating point with the best fuel consumption by controlling the rotational speed with respect to a predetermined load. In the following description, the prime mover 1 is referred to as the engine 1.

  The engine 1 is connected to the first planetary gear mechanism 4. The first planetary gear mechanism 4 is a three-element differential gear mechanism having a power combining or distributing function, and corresponds to the power distributing planetary gear mechanism of the present invention. Therefore, the first planetary gear mechanism 4 can be configured using a single pinion type planetary gear mechanism or a double pinion type planetary gear mechanism. In the example shown in FIG. 1, the carrier (hereinafter, referred to as a first carrier temporarily). Cf is an input element, a sun gear (hereinafter, sometimes referred to as a first sun gear) Sf is a reaction force element, and a ring gear (hereinafter, sometimes referred to as a first ring gear) Rf is an output element. It is constituted by a single pinion type planetary gear mechanism. That is, on the outer peripheral side of the sun gear Sf that is an external gear, a ring gear Rf that is an internal gear is arranged concentrically with the sun gear Sf, and the pinion gear that meshes with the sun gear Sf and the ring gear Rf is caused by the carrier Cf. It is held freely and revolving. An output member such as a crankshaft of the engine 1 is connected to the carrier Cf. Of course, a power transmission mechanism such as a starting clutch or a torque converter (a torque converter with a lock-up clutch) may be appropriately provided between the engine 1 and the carrier Cf. Therefore, the carrier Cf is an input element.

  A first motor / generator (MG1) 2 is connected to the sun gear Sf of the first planetary gear mechanism 4. The first motor / generator 2 corresponds to the generator of the present invention, and as an example, the first motor / generator 2 is configured by a synchronous motor including a permanent magnet in a rotor, and is configured to function as a generator and an electric motor. The rotor is connected to the sun gear Sf, and the stator is fixed to a casing (not shown) or the like. Therefore, the sun gear Sf is a reaction force element.

  Further, the ring gear Rf is an output element, and the second motor / generator (MG2) 3 is connected to the ring gear Rf. The second motor / generator 3 corresponds to the electric motor of the present invention. As an example, the second motor / generator 3 is constituted by a permanent magnet type synchronous motor similar to the first motor / generator 2 described above, and the rotor is connected to the ring gear Rf. And the stator is fixed to the casing.

  An acceleration / deceleration planetary gear mechanism is disposed on the opposite side of the engine 1 with the second motor / generator 3 interposed therebetween. This speed increasing / decreasing planetary gear mechanism can be constituted by a set of planetary gear mechanisms or a compound planetary gear mechanism configured by combining a plurality of planetary gear mechanisms, and further by a Ravigneaux type planetary gear mechanism, etc. Can do. In the example shown in FIG. 1, it is comprised by the 2nd and 3rd planetary gear mechanisms 5 and 6. FIG. These planetary gear mechanisms 5 and 6 are all single-pinion type planetary gear mechanisms, and therefore the second planetary gear mechanism 5 is a sun gear that is an external gear (hereinafter, may be referred to as a second sun gear temporarily). Sm, a ring gear (hereinafter, may be referred to as a second ring gear) Rm, which is an internal gear arranged concentrically with the sun gear Sm, and the sun gear Sm and the ring gear Rm. A carrier (hereinafter, also referred to as a second carrier) Cm that holds the pinion gear so as to freely rotate and revolve is provided as a rotating element. Similarly, the third planetary gear mechanism 6 includes a sun gear (hereinafter also referred to as a third sun gear) Sr that is an external gear, and an internal gear that is arranged concentrically with the sun gear Sr. A ring gear (hereinafter, sometimes referred to as a third ring gear) Rr, and a carrier (hereinafter temporarily referred to as a third ring gear) holding a pinion gear meshing with the sun gear Sr and the ring gear Rr so as to be rotatable and revolved. It may be referred to as a carrier.) It has Cr as a rotating element.

  The second sun gear Sm and the third sun gear Sr are connected so as to rotate together, and the second carrier Cm and the third ring gear Rr are connected so as to rotate together. The output member 7 is connected to the second carrier Cm and the third ring gear Rr which are connected to each other. The output member 7 is an appropriate member such as a rotating shaft, a gear, or a pulley, and is disposed on an extension of the central axis of each of the planetary gear mechanisms 4, 5, 6, and at an end opposite to the engine 1. Power is output to another member (not shown).

  Further, an engagement mechanism for setting a plurality of power transmission modes (that is, drive modes) is provided. Specifically, a brake mechanism (hereinafter referred to as a first brake) B1 that selectively fixes the second ring gear Rm is provided. The first brake B1 is constituted by a wet multi-plate brake or a band brake, and is configured to be engaged / released by an actuator (not shown) that operates based on an electric signal.

  Also, a brake mechanism (hereinafter referred to as a second brake) B2 that selectively stops the rotation of the second motor / generator 3 is provided. The second brake B2 is constituted by a meshing engagement mechanism such as a dog clutch or a meshing clutch having a meshing portion such as a spline or an uneven portion. Specifically, the hub 8 is integrated with a cylindrical shaft that connects the second motor / generator 3 and the sun gears Sm and Sr, and the sleeve 9 moves in the axial direction on a spline formed on the outer peripheral portion thereof. Fits freely. A spline 11 integrated with the transmission case 10 is provided at a position adjacent to the hub 8 in the axial direction, and the sleeve 9 is engaged with the spline 11. The actuator for moving the sleeve 9 back and forth in the axial direction will be described later. In the example shown in FIG. 1, the ring gear Rf of the first planetary gear mechanism 4, which is an output element, the second motor / generator 3, and the sun gears Sm and Sr are connected to each other. By fixing the second motor / generator 3, the ring gear Rf and the sun gears Sm, Sr are fixed.

  Further, a clutch mechanism (hereinafter simply referred to as a clutch or a first clutch) C1 for selectively connecting the first carrier Cf or the engine 1 and the third carrier Cr is provided. The clutch C1 is configured by a friction engagement mechanism such as a wet multi-plate clutch as an example, and is configured to be engaged / released by an actuator (not shown) that operates based on an electric signal. Therefore, the rotating elements such as the transmission case 10 and the carrier correspond to “other predetermined members” in the present invention.

  Each of the motor generators 2 and 3 is connected to a power storage device 14 such as a battery or a capacitor via inverters 12 and 13 provided correspondingly. Therefore, one motor / generator 2 (or 3) is configured to function as a generator, and the generated electric power is applied to the other motor / generator 3 (or 2) to function as a motor. . Further, electric power is supplied from the power storage device 14 to any one of the motor / generators 2 and 3 so that the motor / generators 2 and 3 function as a motor.

  An electronic control unit (ECU) 15 that controls each of the inverters 12, 13 and the brakes B1, B2 and the clutch C1 is provided. The electronic control unit 15 is mainly composed of a microcomputer, and performs control such as power generation by the motor generators 2 and 3 and output torque as a motor or engagement / release of the brakes B1 and B2 and the clutch C1. It is configured to output a signal. Various signals such as a vehicle speed, an accelerator opening degree, and a storage capacity (SOC: State Of Charge) in the power storage device 14 are input to the electronic control device 15.

  Next, the operation of the hybrid drive apparatus having the above-described configuration will be described. In the above hybrid drive device, two types of modes can be set as drive modes for traveling forward. Here, the drive mode is a form or a power transmission path for transmitting torque from the engine 1 to the output member 7 or a combination of operating states of the motor generators 2 and 3. Specifically, these drive modes are a first mode Lo corresponding to the low speed mode in the present invention and a second mode Mid corresponding to the high speed mode in the present invention, and the brakes B1, B2 and clutch C1 described above are used. It is set according to the engaged / released state.

  FIG. 2 collectively shows the relationship between the drive modes and the engagement / release states of the brakes B1 and B2 and the clutch C1. In FIG. 2, “◯” indicates an engaged state, and “X” indicates a released state. First, the first mode Lo is set by engaging the first brake B1 and releasing the clutch C1 and the second brake B2. Accordingly, since the first planetary gear mechanism 4 has only the ring gear Rf connected to the second and third planetary gear mechanisms 5 and 6, it performs the speed increasing / decreasing action or the torque combining / distributing action alone. The output torque is transmitted to the second or third planetary gear mechanisms 5 and 6. In contrast, in the second planetary gear mechanism 5, the ring gear Rm is fixed by the first brake B1, and in this state, torque is transmitted from the first planetary gear mechanism 4 to the sun gear Sm. The ring gear Rm is a fixed element (or reaction force element), and the carrier Cm is an output element. Therefore, the second planetary gear mechanism 5 functions as a speed reducer. Further, the third planetary gear mechanism 6 does not particularly function as a torque transmission or a transmission because the carrier Cr is not connected to any other member and can rotate freely.

  The alignment chart in this state is shown in FIG. 3, and power is input from the engine 1 to the first carrier Cf, and the first motor / generator 2 is made to function as a generator so that reaction torque is applied to the first sun gear Sf. When given, a torque obtained by combining these torques appears in the first ring gear Rf. In other words, the engine torque is distributed to the first motor / generator 2 and the first ring gear Rf. The first ring gear Rf is determined by the gear ratio of the first planetary gear mechanism 4 (ratio of the number of teeth of the first sun gear Sf and the first ring gear Rf) with respect to the rotation speed of the first carrier Cf and the first sun gear Sf. Rotates at the number of revolutions.

  This is the state shown in the substantially left half of FIG. 3, and when the rotation speed of the first ring gear Rf is constant, the rotation speed of the first carrier Cf, that is, the engine rotation, according to the rotation speed of the first motor / generator 2. The number changes. Therefore, for example, even when the first ring gear Rf is stopped due to the vehicle being stopped, the engine 1 can be maintained in the idling state by increasing the rotation speed of the first motor / generator 2. In such a case, the torque appearing in the first ring gear Rf is smaller than the torque output by the engine 1.

  On the other hand, in the second planetary gear mechanism 5, torque is input to the sun gear Sm from the first ring gear Rf in a state where the ring gear Rm is fixed by the first brake B 1, and the carrier Cm is connected to the output member 7. Therefore, it functions as a speed reducer using the sun gear Sm as an input element, the carrier Cm as an output element, and the ring gear Rm as a fixed element (or reaction force element). This is the state shown in the almost right half of FIG. 3, and the rotational speed of the second carrier Cm, which is the output element, or the output member 7 integral therewith is smaller than the rotational speed of the sun gear Sm, which is the input element, and torque Is amplified and transmitted to the output member 7.

  Therefore, in the first mode Lo, the rotational speed of the output member 7 can be reduced with respect to the engine rotational speed, and the torque of the output member 7 can be increased with respect to the engine torque. For this reason, it is possible to avoid such a situation that the engine speed is reduced in the high load low vehicle speed state, and the torque shortage caused by the second motor / generator 3 is largely compensated. As a result, the ratio of power transmission accompanied by conversion into electric power can be reduced to prevent or suppress power transmission loss and improve fuel efficiency. Further, as described above, since the torque output from the first planetary gear mechanism 4 is output to the output member 7 via the second planetary gear mechanism 5, power circulation does not occur. It is possible to improve the durability of the gear by lowering, and to reduce gear noise. Further, it is advantageous in terms of improving fuel efficiency by reducing power loss due to friction.

  After the vehicle speed increases to some extent, the mode is switched to the second mode Mid. As shown in FIG. 2, the second mode Mid is set by engaging the first clutch C1 and the second brake B2. That is, the first brake B1 that has set the first mode Lo is released, and the first clutch C1 and the second brake B2 are engaged. Since the first clutch C1 connects the engine 1 and the third carrier Cr, it is preferable to perform so-called synchronous switching in order to prevent a shock associated with switching of the drive mode. The synchronous switching is switching control that does not change the rotational speed of any of the rotating members in accordance with the change in the engagement / release state of the first clutch C1. The first clutch C1 is engaged or released with the rotation speed of the first carrier Cf and the rotation speed of the third carrier Cr matched.

  In the second mode Mid set in this way, the ring gear Rf of the first planetary gear mechanism 4 and the sun gear Sr of the third planetary gear mechanism 6, and the carrier Cf of the first planetary gear mechanism 4 and the third planetary gear mechanism 6. The first and third planetary gear mechanisms 4 and 6 constitute a compound planetary gear mechanism having four rotating elements. That is, the first carrier Cf is an input element, the first sun gear Sf is another input element, the first ring gear Rf and the third sun gear Sr integrated therewith are reaction elements, and the third ring gear Rr is an output element. A collinear diagram for this compound planetary gear mechanism is shown in FIG. As shown in the collinear diagram of FIG. 4, in the second mode Mid, the rotating element (first sun gear Sf) to which the first motor / generator 2 is connected, and the rotating element (second carrier Cm) to which the output member 7 is connected. , A third ring gear Rr), a rotating element (third carrier Cr, first carrier Cf) to which the engine 1 is connected, and a rotating element (first ring gear Rf, second and third) to which the second motor / generator 3 is connected. Sun gears Sm, Sr) are arranged in the order listed here.

  In the second mode Mid, power is input from the engine 1 to the carrier Cr of the third planetary gear mechanism 6 to which the sun gear Sr is fixed, and is output from the ring gear Rr. Therefore, the third planetary gear mechanism 6 functions as a speed increasing mechanism (overdrive mechanism). In this case, the sun gear Sf of the first planetary gear mechanism 4 and the first motor / generator 2 connected to the sun gear Sf rotate in the forward direction, but the second motor / generator 3 is fixed, so the first motor / generator 2 is fixed. Therefore, if the SOC of the power storage device 14 is sufficient, there is no need to generate power with the first motor / generator 2 in this respect, and therefore the first motor / generator 2 is idled. Can do. That is, transmission of power via electric power does not occur.

  Thus, in the second mode Mid, the third planetary gear mechanism 6 functions as a speed increasing mechanism, and power can be transmitted from the engine 1 to the output member 7 only by so-called mechanical transmission. Therefore, it is possible to perform driving with good fuel efficiency by keeping the engine speed relatively low during low-load high-speed traveling. Further, there is almost no power loss, and naturally no power circulation occurs, so that power loss at that point can be prevented. Further, the second brake B2 engaged to set the second mode Mid is a meshing engagement mechanism and does not consume energy such as generating hydraulic pressure to maintain the engagement state. Power loss at points can be prevented. Eventually, in the second mode Mid, power transmission efficiency can be improved by preventing or suppressing power loss. Further, since the second mode Mid is set relatively frequently when the vehicle travels, the fuel efficiency of the vehicle can be improved by configuring the second mode Mid as described above.

  In the meshing engagement mechanism, the torque transmission capacity is switched between 0% and 100% between the released state and the engaged state. However, in the hybrid drive device described above, the second brake B2, which is a meshing engagement mechanism, is configured to be engaged only when the second mode Mid is set. In the first mode Lo, the frictional engagement mechanism is configured. The first brake B1 is configured to be engaged, and the engagement control of the second brake B2 when setting the second mode Mid is such that the vehicle speed is somewhat high and the torque is It is easy because of its relatively low torque. Therefore, even when the second brake B2 that is a meshing engagement mechanism is used, it is possible to prevent or suppress a shock accompanying switching of the drive mode.

  As described above, since the first mode Lo is set by engaging the first brake B1, the first brake B1 is the “mechanism for setting the low speed mode” or “non-highest speed engagement” in the present invention. Corresponds to "mechanism". Further, since the second mode Mid is set by engaging the first clutch C1 and the second brake B2, the first clutch C1 and the second brake B2 are the “mechanism for setting the high speed mode” in the present invention or This corresponds to “the highest speed engagement mechanism”.

Next , a specific example of the present invention will be described. The reference example described above is an example configured so that two drive modes can be set, but a hybrid drive apparatus capable of setting three drive modes can be obtained by slightly changing the configuration of the gear train. it can. An example is shown in FIG. In the example shown here, another clutch mechanism (hereinafter also referred to as a second clutch) C2 for selectively connecting the ring gear Rm and the sun gear Sm in the second planetary gear mechanism 5 described above is provided, and This is an example in which the second clutch C2 is configured by a meshing engagement mechanism. That is, the second clutch C2 includes the hub 8, the sleeve 9, and the spline 11, similarly to the above-described second brake B2, and the spline 11 is integrated with the second ring gear Rm. The second clutch C2 is mainly for integrating the entire second planetary gear mechanism 5 or the third planetary gear mechanism 6, and therefore, at least any two of the second planetary gear mechanisms 5 are used. What is necessary is just to connect at least any two rotating elements in the rotating element or the third planetary gear mechanism 6. Since other configurations are the same as those shown in FIG. 1, the same reference numerals as those in FIG.

  Therefore, in the hybrid drive apparatus configured as shown in FIG. 5, in addition to the two drive modes Lo and Mid described above, the third mode Hi suitable for traveling at a higher speed can be set. FIG. 6 collectively shows the engagement / release states of the engagement device for setting each drive mode in the hybrid drive device shown in FIG. 5, and in the third mode Hi, the second clutch C2 is engaged. Is set. In this case, since the first clutch C1 and the first brake B1 are in the released state, the first planetary gear mechanism 4 is in the same state as in the first mode Lo described above. That is, the torque that drives the first motor / generator 2 as a generator acts as a reaction torque on the sun gear Sf with respect to the engine torque input to the carrier Cf, and the torque obtained by combining these torques is an output element. It occurs in the first ring gear Rf.

  On the other hand, in the second planetary gear mechanism 5, since the sun gear Sm and the ring gear Rm are connected by the second clutch C2, the entire second planetary gear mechanism 5 rotates as a unit. Further, since the sun gear Sr of the third planetary gear mechanism 6 and the carrier Cr are connected to the second planetary gear mechanism 5, the entire second planetary gear mechanism 5 is rotated together. The third planetary gear mechanism 6 also rotates as a whole. That is, the second and third planetary gear mechanisms 5 and 6 are integrally rotated as a whole, and no speed change action occurs.

  This state is shown in a collinear diagram in FIG. 7, and a torque obtained by synthesizing the driving torque from the engine 1 and the reaction torque from the first motor / generator 2 is output from the first ring gear Rf to the output member 7 as it is. . Therefore, in this case, the first motor / generator 2 functions as a generator, and the electric power is supplied to the second motor / generator 3, which functions as a motor. The power transmission direction via the motor / generators 2 and 3 is the same as the direction in which the engine torque is transmitted as it is (so-called direct torque direction), and therefore power circulation does not occur. Therefore, the load on the gear can be reduced to improve the durability of the gear, gear noise can be reduced, and power loss due to friction can be reduced, which is advantageous in terms of improving fuel consumption.

  In the third mode Hi, the rotation speed of the output member 7 (that is, the output rotation speed) is set to the engine rotation speed (ie, the output rotation speed) only by making the rotation speed of the first motor / generator 2 slightly lower than the engine rotation speed. That is, it is possible to make the rotational speed higher than the input rotational speed). This is a so-called overdrive state, and at high vehicle speeds, the engine speed can be relatively lowered to perform efficient driving and improve fuel efficiency. In particular, since the second clutch C2 is a meshing engagement mechanism, no power or energy is required to generate hydraulic pressure to maintain the engaged state, so there is almost no power loss at this point. It becomes. The third mode Hi corresponds to the highest speed mode in the present invention, and is frequently set when the vehicle is cruising. Therefore, the power loss is small and the power transmission efficiency is good. Is excellent. In the configuration shown in FIG. 5, the second clutch C2 that is the meshing engagement mechanism is configured to be engaged in the third mode Hi that is the highest speed mode. Control of release is comparatively easy, and therefore, it is possible to prevent or reduce a shock caused by mode switching and to improve fuel efficiency.

  As described above, since the third mode Hi is set by engaging the second clutch C2, the second clutch C2 corresponds to the "highest speed engagement mechanism" in the present invention.

  In the example shown in FIG. 5 described above, the second clutch C2 is configured by a single meshing engagement mechanism. However, a frictional engagement mechanism (that is, a friction clutch) C20 is provided in parallel with the meshing engagement mechanism. It can also be provided. An example is shown in FIG. For example, the friction clutch C20 is a clutch configured to be engaged by being supplied with hydraulic pressure, and when the third mode Hi is set, the torque capacity gradually increases as the hydraulic pressure gradually increases. It has become. Then, after the friction clutch C20 is completely engaged, or at substantially the same time, the meshing-type second clutch C2 is engaged, and the friction clutch C20 is released. That is, the clutch that connects the second ring gear Rm and the second sun gear Sm is switched from the friction clutch C20 to the meshing-type second clutch C2. When switching from the third mode Hi to another drive mode, the friction clutch C20 is gradually released after engaging the friction clutch C20 and releasing the second clutch C2.

  Therefore, in the case of the configuration shown in FIG. 8, the friction clutch C20 can be caused to slip at the time of switching the driving mode to smooth the torque change, so that the shock accompanying the switching of the driving mode can be further reduced. It can be surely prevented or suppressed. Note that the fuel efficiency can be improved by not consuming power in order to maintain the state of the third mode Hi, as in the example shown in FIG. 5 described above.

Furthermore, another reference example of the present invention will be described. FIG. 9 shows a state in which the power transmission state in the first mode Lo described with reference to FIG. 1, the state in which the second motor / generator 3 is fixed, and the state in which the power is transmitted during reverse travel, using a single engagement mechanism. It is the example comprised so that it might set. That is, the second brake B2 described with reference to FIG. 1 is provided between the first ring gear Rf and the transmission case 10, and further, the first ring gear Rf and the second motor / generator are connected by the sleeve 9 as a connecting member. 3 and the second and third sun gears Sm and Sr are selectively connected. More specifically, a hub 8 in which a sleeve 9 is spline-fitted is provided integrally with the first ring gear Rf, and a transmission case is disposed on the opposite side of the hub 8 from the second motor / generator 3. A spline 11 integrated with 10 is disposed. A hub integrated with a cylindrical shaft connecting the rotor of the second motor / generator 3 and the second and third sun gears Sm and Sr on the opposite side of the spline 11 across the hub 8. 16 is provided, and a spline with which the sleeve 9 engages is formed on the outer periphery of the hub 16.

  The length (axial length) of the sleeve 9 is set to a length that can be engaged with the spline 11, the hub 8, and the hub 16 at the same time. Further, the sleeve 9 is engaged with the three members simultaneously (motor lock position), and is engaged with the hubs 8 and 16, that is, a normal position where the first ring gear Rf and the second motor / generator 3 are connected. And a position where the hub 8 and the spline 11 are engaged, that is, a reverse position where the first ring gear Rf is fixed. These positions are schematically shown in FIG. The movement is performed by an actuator (not shown).

  In the hybrid drive device shown in FIG. 9, if the sleeve 9 is moved to the normal position, the first ring gear Rf and the second motor / generator 3 are connected. In addition, the first brake B1 is engaged. If combined, the first mode Lo corresponding to the low speed mode can be set as in the example shown in FIG. Therefore, in this case, the second brake B2 functions as a clutch mechanism. If the sleeve 9 is moved to the motor lock position, the second motor / generator 3 can be fixed in a state where the first ring gear Rf and the second motor / generator 3 are connected. That is, the second brake B2 functions as a brake mechanism. Therefore, if the first clutch C1 is engaged in this state, the second mode Mid corresponding to the high speed mode can be set as in the example shown in FIG.

  Further, when the sleeve 9 is moved to the reverse position, the connection between the first ring gear Rf, which is an output element, and the second motor / generator 3 is released, and the first ring gear Rf is fixed. Accordingly, power is not transmitted between the first planetary gear mechanism 4 and the second and third planetary gear mechanisms 5 and 6, so that driving force for traveling is generated by the second motor / generator 3. I will let you. That is, the power of the engine 1 is input to the carrier Cf of the first planetary gear mechanism 4, but the ring gear Rf in the planetary gear mechanism 4 is fixed, so the sun gear Sf and the first motor connected to the sun gear Sf The generator 2 rotates forward at a higher speed than the engine 1 or the carrier Cf to which it is connected. Therefore, electric power can be obtained by causing the first motor / generator 2 to function as a generator.

  On the other hand, when electric power is supplied to the second motor / generator 3 from the power storage device 14 or the first motor / generator 2 to function as a motor, the power is transmitted to the second sun gear Sm. In the second planetary gear mechanism 5, the ring gear Rm is fixed by the first brake B1, whereby the carrier Cm is decelerated relative to the sun gear Sm and rotates. That is, the second planetary gear mechanism 5 functions as a speed reducer, and power is output from the carrier Cm to the output member 7. Therefore, it becomes a drive form called a so-called series hybrid.

  In this way, in the state where the sleeve 9 is set to the reverse drive position, the second motor / generator 3 travels with the power generated by functioning as an electric motor. Therefore, the rotation direction of the second motor / generator 3 is changed during forward travel. By making the direction opposite to that, it is possible to travel backward. The operation states of the planetary gear mechanisms 4, 5, and 6 in this state are shown in a collinear diagram in FIG. In the driving state of the series hybrid, the first motor / generator 2 is driven by the engine 1 when the electric power is supplied from the power storage device 14 to the second motor / generator 3 and the SOC of the power storage device 14 is lowered. Then, the power may be generated and the electric power may be supplied to the second motor / generator 3. In any case, since the mechanical connection between the first planetary gear mechanism 4 and the other planetary gear mechanisms 5 and 6 is released, the torque in the reverse rotation direction of the second motor / generator 3 and the engine The torque in the forward rotation direction of 1 does not interfere with each other. As a result, the driving force during reverse travel can be increased, and the power transmission efficiency is improved. Since power circulation does not occur, power transmission efficiency is improved in this respect as well.

  Further, in the configuration shown in FIGS. 9 and 10, the normal power transmission state, the power transmission state in which the second motor / generator 3 is fixed in addition to the normal power transmission state, the first ring gear Rf, the second motor, It is possible to set a power transmission state in which the connection with the generator 3 is released and the first ring gear Rf is fixed, and these driving states can be switched and set by one engagement mechanism. Therefore, it is possible to reduce the number of components and reduce the overall configuration of the apparatus.

  Here, an actuator for driving the sleeve of the meshing engagement mechanism described above will be described. FIG. 12 shows an actuator 20 for moving the sleeve 9 of the second brake B 2 in the axial direction. A center support 21 is provided between the second motor / generator 3 and the second planetary gear mechanism 5. ing. The center support 21 is a plate-like member having a shaft through hole formed at the center, and is fixed to the inner peripheral surface of the transmission case 10. A cylindrical portion extending in the axial direction is formed integrally with the center side portion of the center support 21, and the end of the cylindrical portion on the second motor / generator 3 side is closed. A cylinder portion 22 is formed on the bottom. On the other hand, the stator coil 23 in the second motor / generator 3 projects in the axial direction as shown in FIG. And the edge part of this cylinder part 22 penetrates into the inner peripheral side of the stator coil 23, and both overlap in the axial direction.

  A piston 24 that moves back and forth in the axial direction by hydraulic pressure is accommodated inside the cylinder portion 22 while maintaining a liquid-tight state, and the sleeve 9 is integrated with the piston 24. The sleeve 9 passes through the center support 21 and protrudes toward the second planetary gear mechanism 5, and is spline fitted to the center support 21 at a portion passing through the center support 21. That is, the spline 11 is formed at the inner peripheral end of the center support 21, and the sleeve 9 is engaged with the spline 11 to be prevented from rotating, and is movable back and forth in the axial direction.

  Further, a spline is formed on the distal end side of the sleeve 9, that is, the inner peripheral surface of the end on the second planetary gear mechanism 5 side, and the hub 8 with which the spline engages is disposed on the distal end side of the sleeve 9. Therefore, when hydraulic pressure is supplied to the inside of the cylinder portion 22 via an oil passage (not shown), the piston 24 moves forward in the right direction in FIG. 12 and its tip portion is splined to the hub 8. As a result, since the hub 8 is connected to the center support 21 via the sleeve 9, the hub 8 and the rotor shaft 26 in which the hub 8 is integrated are fixed. That is, the second brake B2 is formed here. On the other hand, a bearing 25 is inserted and attached to the inner peripheral portion of the cylinder portion 22 on the rear end side (left side in FIG. 12). The rotor shaft 26 of the second motor / generator 3 is rotatably supported by the bearing 25. Since the other configuration is the configuration described with reference to FIG. 1, the same reference numerals as those in FIG.

  Accordingly, when configured as shown in FIG. 12, the cylinder portion 22 and the stator coil 23 are partially overlapped in the axial direction, so that the space in the axial direction can be used effectively. As a result, the overall shaft length can be shortened and the size can be reduced. Moreover, since the cylinder part 22 which is a case of the actuator 20 also serves as a shaft support part via the bearing 25, the number of parts can be reduced also in this respect, and the overall configuration of the apparatus can be miniaturized.

  FIG. 13 shows an example in which the actuator 20 is an actuator for moving the sleeve 9 of the second clutch C2 shown in FIG. The hub 8 shown here is configured as a drum-like member having an outer diameter substantially equal to that of the second ring gear Rm, and is spline-fitted to the rotor shaft 26 at the inner peripheral portion thereof. A spline 11 is formed on the outer peripheral portion of the second ring gear Rm, and a sleeve 9 that selectively engages with the spline 11 is spline-fitted to the hub 8 and connected to the piston 24. It is configured to move back and forth. Since other configurations are the same as those shown in FIG. 5 or FIG. 12, the same reference numerals as those in FIG. 5 or FIG.

  Therefore, even when configured as shown in FIG. 13, the axial length can be shortened and the overall configuration of the apparatus can be reduced.

The present invention is not limited to the above-described examples , and each planetary gear mechanism is not limited to a single pinion type, and is replaced with a planetary gear mechanism having another configuration such as a double pinion type or a Ravigne type. be able to. In that case, the connection relationship and the function of each rotation element are interchanged with each other, but the connection relationship between these rotation elements only needs to be the relationship described in the claims.

  DESCRIPTION OF SYMBOLS 1 ... Motor | power_engine (engine), 2 ... 1st motor generator, 3 ... 2nd motor generator, 4, 5, 6 ... Planetary gear mechanism, 7 ... Output member, 8, 16 ... Hub, 10 ... Transmission case, 11 ... spline, 20 ... actuator, 22 ... cylinder, 23 ... stator coil, 24 ... piston, 25 ... bearing, 26 ... rotor shaft, Cf, Cm, Cr ... carrier, Sf, Sm, Sr ... sun gear, Rf, Rm, Rr: ring gear, B1, B2: brake mechanism, C1, C2: clutch mechanism, C20: friction clutch.

Claims (3)

A power distribution planetary gear mechanism that distributes the power output from the prime mover to a reaction force element and an output element connected to a generator, an electric motor connected to the output element, and a speed increase / decrease of the power transmitted from the output element An increasing / decreasing planetary gear mechanism, and an engagement mechanism for selectively connecting a predetermined rotation element in these planetary gear mechanisms to another predetermined member, and engaging and releasing the engagement mechanism In the hybrid drive device configured to set a plurality of drive modes by:
The engagement mechanism is engaged for setting the highest speed engagement mechanism for setting the highest speed mode in which the rotational speed of the prime mover is relatively low, and for setting another drive mode. And a non-highest speed engaging mechanism
The highest speed engagement mechanism is constituted by a meshing engagement mechanism, and the non-highest speed engagement mechanism is constituted by a friction engagement mechanism .
The meshing engagement mechanism is disposed at a position adjacent to the electric motor in the axial direction, and includes an actuator that moves back and forth in the axial direction to switch the engagement release state of the meshing engagement mechanism. And the electric motor comprises a stator coil protruding to at least one side in the axial direction,
The inner peripheral side of the stator coil, at least part is disposed at least part of these stator coils and the actuator hybrid drive unit, characterized that you have overlapped in the axial direction of the actuator. And further comprising another frictional engagement mechanism arranged in parallel with the meshing engagement mechanism,
When the mode is switched between the high speed mode or the highest speed mode and another driving mode, the meshing engagement mechanism is maintained in a released state and the other frictional engagement mechanism is disengaged. When the high speed mode or the maximum speed mode is set, the meshing engagement mechanism is engaged and the other friction engagement mechanism is released. The hybrid drive device according to claim 1. Wherein the actuator includes a cylindrical portion disposed concentrically with the rotational center axis of the front Symbol motor, by its cylindrical portion, characterized in that the bearing for supporting the rotating member of the electric motor is held The hybrid drive device according to claim 1 .

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