JP5190701B2 - Hybrid drive device - Google Patents

Description

  The present invention relates to a hybrid drive device used in a hybrid vehicle including two rotating electric machines as drive power sources in addition to an engine.

  In recent years, hybrid vehicles that can improve engine fuel efficiency and reduce exhaust gas by combining an engine and a rotating electrical machine as a driving force source have been put into practical use. As an example of a drive device used for such a hybrid vehicle, for example, the following Patent Document 1 includes an engine, a first rotating electrical machine as a generator, and a second rotating electrical machine as a motor as a driving force source. The configuration of a series / parallel hybrid drive device is described. This hybrid drive device has a configuration in which an input shaft connected to an engine is connected to a second rotating electrical machine via a clutch, and the second rotating electrical machine is connected to a counter drive gear as an output member via a transmission. I have. The counter drive gear is drivingly connected to the wheels via a counter speed reduction mechanism and an output differential gear mechanism. The transmission is a two-stage transmission that is switchable between a speed reduction stage and a direct connection stage. Further, the input shaft is drivingly connected to the first rotating electrical machine directly or via a speed increasing device. The speed increasing device increases the rotational speed of the input shaft and transmits it to the first rotating electrical machine. When such a speed increasing device is provided, the first rotating electrical machine can be rotated at a high speed with respect to the engine, and therefore the first rotating electrical machine can be reduced in size and efficiency.

  The hybrid drive device is in a series mode when the clutch is released, and is in a parallel mode when the clutch is engaged. In the series mode, the engine and the first rotating electrical machine are separated from the counter drive gear by releasing the clutch, and the driving force of the engine is transmitted to the first rotating electrical machine via the input shaft to cause the first rotating electrical machine to generate power. At the same time, the second rotating electrical machine is powered by the generated electric power, and the driving force of the second rotating electrical machine is transmitted to the counter drive gear to drive the vehicle. Further, when the engine is stopped in this state, an electric travel (EV) mode is made in which the vehicle travels only by the driving force of the second rotating electrical machine. In the parallel mode, the engine, the first rotating electrical machine, and the second rotating electrical machine are drivingly connected to the counter drive gear by engaging the clutch, and the driving force of the engine is mainly transmitted to the counter drive gear. To drive the vehicle. At this time, the second rotating electrical machine assists the driving force of the engine as necessary, or performs regenerative braking. In any mode, the rotation transmitted from the driving force source is decelerated by the transmission or transmitted to the counter drive gear while maintaining the same speed.

Japanese Patent Laid-Open No. 06-328950 (FIGS. 1 and 5)

  By the way, in the series / parallel type hybrid drive apparatus as described above, the series mode or the electric travel (EV) mode is executed in a low vehicle speed range where the vehicle speed is relatively low, and the parallel mode is set in a high vehicle speed range where the vehicle speed is relatively high. Executed. However, in the above hybrid drive apparatus, even in the parallel mode executed in the high vehicle speed range, the rotation of the engine is decelerated by the transmission or transmitted to the counter drive gear while maintaining the same speed. For this reason, the rotation of the engine cannot be accelerated and transmitted to the counter drive gear, and the rotational speed of the engine becomes high during high speed running, making it difficult to improve energy efficiency. In addition, when a speed increasing device for increasing the rotational speed of the input shaft and transmitting it to the first rotating electrical machine is provided, the motor rotates at the same speed as or higher than the counter drive gear when traveling at high speed in the parallel mode. The rotational speed of the input shaft is further increased and transmitted to the first rotating electrical machine. For this reason, the first rotating electrical machine rotates at a high speed, and there is a problem that the loss (mainly iron loss) increases and the energy efficiency deteriorates.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to enable reduction in size and efficiency of the first rotating electrical machine that generates power in the series mode and to set the driving state in the parallel mode. Another object of the present invention is to provide a hybrid drive device that can suppress the engine rotation speed to a low level and further reduce energy generated by a first rotating electrical machine to increase energy efficiency.

In order to achieve the above object, the hybrid drive device according to the present invention is characterized in that an input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, and an output by increasing the rotation of the input member. A speed increasing device that transmits to the rotating element, a first rotating electrical machine that is drivingly connected to the output rotating element, a second rotating electrical machine that is drivingly connected to the output member, the output rotating element and the first rotating electrical machine, A first engagement device that selectively drives or connects between the output member and the second rotating electrical machine, and a second that selectively separates the driving connection between the second rotating electrical machine and the output member. And an engagement device .

  In the present application, “driving connection” refers to a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or the two This is used as a concept including a state in which two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. On the other hand, in the present application, “separation” refers to a state where the drive connection is separated, that is, a state where the driving force is not transmitted between the two rotating elements. Further, in the present application, the “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.

According to this characteristic configuration, the rotation of the input member that is drivingly connected to the engine can be accelerated and transmitted to the first rotating electrical machine, so that the input member is driven when the first engagement device is in the separated state. It is possible to reduce the size and increase the efficiency of the first rotating electrical machine that generates power by force. Further, when the first engagement device is in the connected state, the rotation of the input member can be accelerated by the speed increasing device and transmitted to the output member via the output rotating element. Therefore, the rotational speed of the input member (engine) during traveling with the first engagement device connected can be kept low, and energy efficiency during high-speed traveling can be increased. Further, when the first engaging device is in a connected state, the first rotating electrical machine is drivingly connected to the output member via the first engaging device, so the first rotating electrical machine is connected to the output member. Can be prevented from rotating at high speed. Therefore, the loss (mainly iron loss) generated when the first rotating electrical machine idles can be reduced, and the energy efficiency can be increased. Further, according to this configuration, since the drive connection between the second rotating electrical machine and the output member can be separated, the first engagement device is brought into a connected state, and one of the input member (engine) and the first rotating electrical machine or When traveling with both driving forces transmitted to the output member, the second rotating electrical machine can be stopped. Therefore, it is possible to reduce the loss caused by the idling of the second rotating electrical machine and increase the energy efficiency.

  In addition, it is preferable that a configuration including a reduction device that decelerates and transmits the rotation of the second rotating electrical machine to the output member is preferable.

  According to this configuration, when traveling with the driving force of the second rotating electrical machine, the driving force of the second rotating electrical machine can be amplified and transmitted to the output member. Therefore, it becomes easy to ensure a sufficient driving force for traveling of the vehicle while suppressing an increase in size of the second rotating electrical machine.

Further, the reduction device includes a first rotating element in the order of rotational speed, a second rotating element, and a differential gear device having three rotation elements of the third rotating element, wherein the first rotating element is the second The second rotating element is drivingly connected to the output member, the third rotating element is fixed to the non-rotating member, and the second engagement device is configured to drive the third rotation of the speed reducer. A brake that selectively separates the element from the non-rotating member is preferred.

  In the present application, the “order of rotational speed” is either the order from the high speed side to the low speed side, or the order from the low speed side to the high speed side, and can be either depending on the rotational state of the differential gear device. In either case, the order of the rotating elements does not change.

  According to this configuration, when traveling with the driving force of the second rotating electrical machine, the driving force of the second rotating electrical machine can be amplified and transmitted to the output member. Therefore, it becomes easy to ensure a sufficient driving force for traveling of the vehicle while suppressing an increase in size of the second rotating electrical machine. In addition, according to this configuration, since the reduction gear device is a differential gear device, it is easy to reduce the size of the reduction gear device, and only by adding a brake using the configuration of such a reduction gear device. The two-engagement device can be provided integrally with the speed reduction device. Therefore, the whole hybrid drive device provided with the reduction gear can be reduced in size.

  In addition, it is preferable to include a third engagement device that selectively separates the drive connection between the output rotating element, the first rotating electrical machine, and the input member.

  According to this configuration, when traveling by transmitting the driving force of one or both of the first rotating electrical machine and the second rotating electrical machine to the output member, it is possible to separate the input member that is drivingly connected to the engine. . Therefore, it is possible to suppress the loss of driving force due to the rotation of the engine and the input member, and to increase energy efficiency.

In addition, another characteristic configuration of the hybrid drive device according to the present invention includes an input member that is drivingly connected to the engine, an output member that is drivingly connected to the wheels, and an output rotating element that increases the rotation of the input member. A speed increasing device that transmits to the first rotating electrical machine, a first rotating electrical machine that is drivingly connected to the output rotating element, a second rotating electrical machine that is drivingly connected to the output member, the output rotating element and the first rotating electrical machine, A first engagement device that selectively drives or connects between the output member and the second rotating electrical machine, and a drive connection between the output rotating element, the first rotating electrical machine, and the input member selectively. And a third engagement device.

According to this configuration, since the rotation of the input member drivingly connected to the engine can be accelerated and transmitted to the first rotating electrical machine, the driving force of the input member when the first engagement device is in the separated state. Thus, the first rotating electrical machine that generates power can be reduced in size and efficiency. Further, when the first engagement device is in the connected state, the rotation of the input member can be accelerated by the speed increasing device and transmitted to the output member via the output rotating element. Therefore, the rotational speed of the input member (engine) during traveling with the first engagement device connected can be kept low, and energy efficiency during high-speed traveling can be increased. Further, when the first engaging device is in a connected state, the first rotating electrical machine is drivingly connected to the output member via the first engaging device, so the first rotating electrical machine is connected to the output member. Can be prevented from rotating at high speed. Therefore, the loss (mainly iron loss) generated when the first rotating electrical machine idles can be reduced, and the energy efficiency can be increased. Further, according to this configuration, when traveling by transmitting the driving force of one or both of the first rotating electric machine and the second rotating electric machine to the output member, it is possible to separate the input member that is drivingly connected to the engine. It becomes. Therefore, it is possible to suppress the loss of driving force due to the rotation of the engine and the input member, and to increase energy efficiency.

  The speed increasing device is a differential gear device including three rotating elements of a first rotating element, a second rotating element, and a third rotating element in order of the rotation speed, and the first rotating element is non-rotating. Fixed to a member, the second rotating element is drivingly connected to the input member, the third rotating element is the output rotating element, and the third engaging device is the first rotating element of the speed increasing device. It is preferable that the brake selectively separates the non-rotating member from the non-rotating member.

  According to this configuration, since the speed increasing device is a differential gear device, it is easy to downsize the speed increasing device, and only a brake is added using the configuration of such a speed increasing device. The third engagement device can be provided integrally with the speed increasing device. Therefore, the entire hybrid drive device can be reduced in size.

  Further, it is preferable that the first engagement device is a clutch that selectively drives or connects the output rotation element and the output member.

  According to this configuration, it is possible to easily realize a configuration in which the output rotating element and the first rotating electrical machine, and the output member and the second rotating electrical machine can be selectively connected or separated. it can.

  Further, it is preferable that an oil pump that is drivingly connected to the output rotating element is provided.

  According to this configuration, when the engine is in the driving state, the oil pump can be driven by the driving force of the engine (input member), and when the engine is in the non-driving state, the first rotating electrical machine The oil pump can be driven by the driving force. Therefore, it is not necessary to provide another hydraulic pressure supply source such as an electric oil pump for supplying hydraulic pressure when the engine is not driven, and the hybrid drive device can be reduced in size and cost.

Further, in a state in which the transmission of the driving force is cut off between the output member and the input member and the first rotating electrical machine, the driving force of the input member is transmitted to the first rotary electric machine, the first In the series mode in which the driving force of the two-rotary electric machine is transmitted to the output member, and in the state where the rotational speed of the first rotating electric machine is determined in proportion to the rotational speed of the input member, the driving force of the input member is the output member. The speed increasing device accelerates the rotation of the input member in the series mode and transmits the rotation to the first rotating electrical machine, and the input in the parallel mode. it is preferable that a configuration for transmission to the output member by accelerating the rotation of the member.

  According to this characteristic configuration, the rotation of the input member can be increased and transmitted by the speed increasing device to the first rotating electrical machine that generates power in the series mode. Efficiency can be improved. In the parallel mode, since the rotation of the input member can be accelerated by the speed increasing device and transmitted to the output member, the rotation speed of the input member (engine) can be kept low, and energy efficiency during high-speed traveling Can be increased.

  Here, it is preferable that the driving force of the first rotating electrical machine is transmitted to the output member without passing through the speed increasing device in the parallel mode.

  According to this configuration, in the parallel mode, the driving force of the first rotating electrical machine is transmitted to the output member without going through the speed increasing device that accelerates the rotation of the input member and transmits it to the first rotating electrical machine. The first rotating electrical machine can be prevented from rotating at high speed with respect to the output member. Therefore, it is possible to reduce the loss caused by the idling of the first rotating electrical machine and increase the energy efficiency.

  The engine is brought into a non-driving state with the driving force transmitted between the input member and the second rotating electrical machine and the output member being cut off, and the driving force of the first rotating electrical machine is output to the output member. It is preferable that the first electric travel mode transmitted to the member is further switchable. In the present application, “the engine is not driven” refers to a state in which the engine does not output driving force.

  According to this configuration, in addition to the above-described series mode and parallel mode, the engine can be switched to the first electric traveling mode in which the vehicle is driven by the driving force of the first rotating electrical machine in the non-driving state. Therefore, by switching the above modes according to the traveling state of the vehicle and the vehicle speed range, it is possible to drive the vehicle with high energy efficiency while outputting a sufficient driving force.

  The engine is brought into a non-driving state with the driving force transmitted between the input member and the first rotating electrical machine and the output member being cut off, and the driving force of the second rotating electrical machine is output to the output member. It is preferable to further switch the second electric travel mode transmitted to the member.

  According to this configuration, in addition to the series mode and the parallel mode described above, the engine can be switched to the second electric traveling mode in which the vehicle is driven by the driving force of the second rotating electrical machine in the non-driving state. Therefore, by switching the above modes according to the traveling state of the vehicle and the vehicle speed range, it is possible to drive the vehicle with high energy efficiency while outputting a sufficient driving force.

  In addition, a reduction device that decelerates the rotation of the second rotating electrical machine and transmits it to the output member is provided. In the second electric travel mode, the driving force of the second rotating electrical machine is transmitted through the reduction device to the output member. It is preferable to adopt a configuration that is transmitted to.

  According to this configuration, in the second electric travel mode, the rotation of the second rotating electrical machine can be decelerated and the driving force can be amplified and transmitted to the output member. Therefore, the driving force that can be output from the output member in the second electric travel mode can be increased.

  In addition, the driving force of the first rotating electrical machine and the driving force of the second rotating electrical machine are transmitted to the output member in a state where the transmission of the driving force between the input member and the output member is interrupted. It is preferable that the three electric travel modes are provided so as to be further switchable.

  According to this configuration, in addition to the series mode and the parallel mode, it is possible to switch to the third electric travel mode in which the vehicle travels by the driving force of the first rotating electric machine and the second rotating electric machine. Therefore, by switching the above modes according to the traveling state of the vehicle and the vehicle speed range, it is possible to drive the vehicle with high energy efficiency while outputting a sufficient driving force.

  The hybrid drive device according to the present invention includes a mode in which the vehicle is driven only by the driving force of one or both of the first rotating electric machine and the second rotating electric machine. Therefore, this hybrid drive device is particularly a drive device for a so-called plug-in hybrid vehicle in which the power storage device for supplying power to the first rotating electrical machine and the second rotating electrical machine is configured to be rechargeable by an external power source. Is suitable.

1. First Embodiment First, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram showing the configuration of the hybrid drive apparatus H according to the present embodiment. In FIG. 1, a part of the axially symmetric configuration is omitted. FIG. 2 is a schematic diagram showing a system configuration of the hybrid drive apparatus H according to the present embodiment. In FIG. 2, solid arrows indicate various information transmission paths, broken lines indicate power transmission paths, and white arrows indicate hydraulic transmission paths.

  As shown in FIG. 1, the hybrid drive device H includes an input shaft I that is drivingly connected to an engine E, an output shaft O that is drivingly connected to wheels W (see FIG. 2), a first rotating electrical machine MG1, A second rotating electrical machine MG2, a first planetary gear device P1, and a second planetary gear device P2 are provided. Here, the first planetary gear device P1 functions as a speed increasing device that speeds up the rotation of the input shaft I and transmits it to the first ring gear r1 as the output rotating element MO. The first rotating electrical machine MG1 is drivably coupled to the output rotating element MO (first ring gear r1) of the first planetary gear device P1. The second planetary gear device P2 functions as a speed reducer that decelerates the rotation of the second rotating electrical machine MG2 and transmits it to the output shaft O. The second rotating electrical machine MG2 is drivingly connected to the output shaft O via the second planetary gear device P2. The hybrid drive device H also includes a first clutch C1 that selectively drives or connects the output rotating element MO and the first rotating electrical machine MG1, and the output shaft O and the second rotating electrical machine MG2. In the present embodiment, the first clutch C1 constitutes the first engagement device E1 in the present invention. Each component of the hybrid drive device H is housed in a case CS as a non-rotating member fixed to the vehicle. In this embodiment, the input shaft I corresponds to the input member in the present invention, and the output shaft O corresponds to the output member in the present invention.

  In addition, the hybrid drive device H according to the present embodiment has a total of five EV modes including the first EV mode, the second EV mode, and the third EV mode, the series mode, and the parallel mode, as will be described later. There are two operation modes that can be switched. The first planetary gear device P1 as the speed increasing device increases the speed of the rotation of the input shaft I in the series mode and transmits it to the first rotating electrical machine MG1, and also increases the speed of the input shaft I in the parallel mode. Function to transmit to the output shaft O. Hereinafter, the configuration of each part of the hybrid drive device H will be described in detail.

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

  As shown in FIG. 2, the output shaft O is drivingly connected to wheels W (drive wheels) via an output differential gear device DF. In the present embodiment, the output shaft O is disposed coaxially with the input shaft I. Furthermore, in this hybrid drive device H, the engine E, the first rotating electrical machine MG1, the second rotating electrical machine MG2, the first planetary gear device P1, and the second planetary gear device P2 are arranged coaxially with the input shaft I. The whole is uniaxial.

  As shown in FIG. 1, the first rotating electrical machine MG1 includes a stator St1 fixed to the case CS and a rotor Ro1 that is rotatably supported on the radial inner side of the stator St1. The rotor Ro1 of the first rotating electrical machine MG1 is drivingly connected so as to rotate integrally with the first ring gear r1 as the output rotation element MO of the first planetary gear device P1 (speed increasing device). Accordingly, the first rotating electrical machine MG1 is drivingly connected to the output rotating element MO and is also drivingly connected to the input shaft I via the first planetary gear unit P1. The second rotating electrical machine MG2 includes a stator St2 fixed to the case CS and a rotor Ro2 that is rotatably supported on the radially inner side of the stator St2. The rotor Ro2 of the second rotating electrical machine MG2 is drivingly connected so as to rotate integrally with the second sun gear s2 of the second planetary gear unit P2. Thus, the second rotating electrical machine MG2 is drivingly connected to the output shaft O via the second planetary gear device P2 (reduction gear).

  In the present embodiment, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 have the same output characteristics of the driving force and the rotational speed on the respective rotor shafts. Here, the output characteristics being equivalent means that at least each rotating electrical machine has the same maximum driving force (maximum torque) and maximum rotational speed that can be output by each rotor shaft. Here, the driving force (torque) output by each rotating electrical machine at each rotational speed until reaching the maximum rotational speed is also assumed to be the same. Note that “equivalent” is used as a concept that includes not only exactly the same but also output characteristics that are substantially the same (approximate). When the output characteristics are equivalent in this way, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 can be made equal in size, and the first inverter 22 that controls the first rotating electrical machine MG1 and the second rotating electrical machine MG1. The capacity of the second inverter 23 that controls the electric machine MG2 can also be made equivalent. Accordingly, the specifications of the first rotating electrical machine MG1 and the first inverter 22 and the second rotating electrical machine MG2 and the second inverter 23 can be shared. Therefore, in the present embodiment, the same rotating electrical machine is used for the first rotating electrical machine MG1 and the second rotating electrical machine MG2, and the same inverter is used for the first inverter 22 and the second inverter 23.

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

  Here, the battery 21 as a power storage device for supplying power to the first rotating electrical machine MG1 and the second rotating electrical machine MG2 is configured to be rechargeable by an external power source such as a household power source. That is, although not shown, the battery 21 is electrically connected to a connector connected to an external power source or an inverter that converts to direct current when the external power source is an AC power source, and is charged by the external power source. It becomes the composition which is done. Thus, the hybrid drive device H is configured as a drive device for a plug-in hybrid vehicle. Note that the battery 21 is an example of a power storage device, and other power storage devices such as capacitors may be used, or a plurality of types of power storage devices may be used in combination.

  The first planetary gear device P1 is a differential gear device having three rotating elements. Here, as shown in FIG. 1, the first planetary gear device P1 is a single pinion type planetary gear mechanism arranged coaxially with the input shaft I. is there. That is, the first planetary gear device P1 includes, as rotating elements, a first carrier ca1 that supports a plurality of pinion gears, and a first sun gear s1 and a first ring gear r1 that respectively mesh with the pinion gears. The first sun gear s1 is selectively fixed to the case CS as a non-rotating member via the first brake B1. The first carrier ca1 is drivingly connected so as to rotate integrally with the input shaft I. The first ring gear r1 is an output rotation element MO of the first planetary gear device P1, and is drivingly connected so as to rotate integrally with the rotor Ro1 of the first rotating electrical machine MG1. The first ring gear r1 is selectively connected to the output shaft O via a first clutch C1 as a first engagement element E1 described later. The three rotating elements of the first planetary gear device P1 are a first sun gear s1, a first carrier ca1, and a first ring gear r1 in order of rotational speed. Accordingly, in the present embodiment, the first sun gear s1, the first carrier ca1, and the first ring gear r1 are the first rotating element, the second rotating element, and the third rotating element of the first planetary gear device P1, respectively. .

  As described above, the first brake B1 selectively fixes or separates the first sun gear s1 of the first planetary gear device P1 to the case CS. The first planetary gear unit P1 rotates the input shaft I drivingly connected to the first carrier ca1 when the first brake B1 is engaged and the first sun gear s1 is fixed to the case CS. The speed is increased and transmitted to the first ring gear r1. Accordingly, the first planetary gear device P1 is a speed increasing device for increasing the rotation of the input shaft I and transmitting it to the output rotating element MO, and the first ring gear r1 is the first planetary gear device as the speed increasing device. This is the output rotation element MO of P1. On the other hand, in the first planetary gear device P1, when the first brake B1 is in the released state and the first sun gear s1 is freely rotatable, the rotation of the input shaft I that is drivingly connected to the first carrier ca1 is the first. It is not transmitted to the ring gear r1. Therefore, the first brake B1 is connected to the input shaft I, the first ring gear r1 as the output rotating element MO, and the first rotating electrical machine MG1 and the first clutch C1 (first engaging element E1) that rotate integrally therewith. A third engagement device E3 for selectively separating the drive connection is configured. The engaged state of the first brake B1 corresponds to the connected state of the third engaging device E3, and the released state of the first brake B1 corresponds to the separated state of the third engaging device E3.

  The hybrid drive device H includes an oil pump OP. The oil pump OP is drivably coupled to the first ring gear r1 as the output rotating element MO and the first rotating electrical machine MG1. Thereby, when the engine E is in a driving state, the oil pump OP can be driven by the driving force of the engine E by bringing the first brake B1 into the engaged state. Further, when the engine E is in a non-driven state, the oil pump OP can be driven by the driving force of the first rotating electrical machine MG1. As the oil pump OP, for example, a gear pump or a vane pump is preferably used. And the rotor of such oil pump OP is drive-coupled so that it may rotate with rotation of the 1st ring gear r1. As will be described later, the oil pump OP supplies hydraulic pressure to the hydraulic control device 35 in order to engage or release the engagement elements C1, B1, and B2, lubricate each part of the hybrid drive device H, and the like. .

  The second planetary gear device P2 is a differential gear device having three rotating elements. Here, as shown in FIG. 1, the second planetary gear device P2 is a single pinion type planetary gear mechanism arranged coaxially with the input shaft I. is there. That is, the second planetary gear device P2 includes, as rotating elements, a second carrier ca2 that supports a plurality of pinion gears, and a second sun gear s2 and a second ring gear r2 that mesh with the pinion gears. The second sun gear s2 is drivingly coupled so as to rotate integrally with the rotor Ro2 of the second rotating electrical machine MG2. The second carrier ca2 is drivingly connected so as to rotate integrally with the output shaft O. The second carrier ca2 is selectively driven and connected to the first ring gear r1 (output rotation element MO) via a first clutch C1 as a first engagement element E1 described later. The second ring gear r2 is selectively fixed to the case CS as a non-rotating member via the second brake B2. The three rotating elements of the second planetary gear device P2 are a second sun gear s2, a second carrier ca2, and a second ring gear r2 in the order of rotational speed. Accordingly, in the present embodiment, the second sun gear s2, the second carrier ca2, and the second ring gear r2 are the first rotating element, the second rotating element, and the third rotating element of the second planetary gear device P2, respectively. .

  As described above, the second brake B2 selectively fixes or separates the second ring gear r2 of the second planetary gear device P2 to the case CS. In the second planetary gear set P2, when the second brake B2 is in an engaged state and the second ring gear r2 is fixed to the case CS, the second rotating electrical machine MG2 driven and connected to the second sun gear s2 is used. The rotation is decelerated and transmitted to the second carrier ca2. Accordingly, the second planetary gear device P2 is a reduction device that decelerates the rotation of the second rotating electrical machine MG2 and transmits it to the output shaft O. On the other hand, in the second planetary gear device P2, when the second brake B2 is in the released state and the second ring gear r2 is freely rotatable, the rotation of the second rotating electrical machine MG2 that is drivingly connected to the second sun gear s2 is It is not transmitted to the second carrier ca2 and the output shaft O. Accordingly, the second brake B2 constitutes a second engagement device E2 that selectively separates the drive connection between the second rotating electrical machine MG2 and the output shaft O. The engaged state of the second brake B2 corresponds to the connected state of the second engaging device E2, and the released state of the second brake B2 corresponds to the separated state of the second engaging device E2.

  The first clutch C1 selectively drives or connects the first ring gear r1 as the output rotation element MO of the first planetary gear device P1 and the output shaft O. Here, in addition to the first ring gear r1, the first rotating electrical machine MG1 is drivingly connected to the one side (input side) member of the first clutch C1 so as to rotate integrally with the first ring gear r1, The input shaft I is drivingly connected via the first planetary gear unit P1. In addition to the output shaft O, the second rotating electrical machine MG2 is drivingly connected to the other side (output side) member of the first clutch C1 via the second planetary gear unit P2. Therefore, the first clutch C1 selectively connects the first ring gear r1 (output rotating element MO), the first rotating electrical machine MG1, and the input shaft I to the output shaft O and the second rotating electrical machine MG2. The first engagement element E1 to be separated is configured. The engaged state of the first clutch C1 corresponds to the connected state of the first engaging element E1, and the released state of the first clutch C1 corresponds to the separated state of the first engaging element E1.

  In the present embodiment, the first clutch C1, the first brake B1, and the second brake B2 are all friction engagement elements. As these engagement elements C1, B1, and B2, a multi-plate clutch and a multi-plate brake that all operate by hydraulic pressure can be used. As shown in FIG. 2, hydraulic pressure is supplied to the engagement elements C1, B1, and B2 from a hydraulic control device 35 that operates according to a control command from the main control unit 31, and each engagement element C1, Engagement or release of B1 and B2 is controlled. The hydraulic pressure generated by the oil pump OP is supplied to the hydraulic control device 35.

  As described above, the hybrid drive device H includes the second planetary gear device P2 as a speed reducer, whereby the rotation of the second rotating electrical machine MG2 is decelerated and the driving force is amplified and transmitted to the output shaft O. On the other hand, in the engaged state of the first clutch C1, the rotation and driving force of the first rotating electrical machine MG1 are transmitted to the output shaft O as they are. That is, in this hybrid drive device H, the transmission ratio (reduction ratio) of the rotation transmission path from the second rotary electric machine MG2 to the output shaft O is the same as that of the rotation transmission path from the first rotary electric machine MG1 to the output shaft O ( It is set larger than the gear ratio. On the other hand, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 have the same output characteristics of the driving force and the rotational speed on the respective rotor shafts. Therefore, in this hybrid drive device H, with respect to the drive force output from the output shaft O, the drive force that can be output by the second rotating electrical machine MG2 is reduced by the speed of the second planetary gear device P2. It is set higher than the driving force that can be output by MG1. Regarding the rotational speed output from the output shaft O, the rotational speed that can be output by the second rotating electrical machine MG2 is the rotational speed that can be output by the first rotating electrical machine MG1 by the amount reduced by the second planetary gear device P2. It is set lower than. In other words, regarding the driving force and rotational speed output from the output shaft O, the upper limit (maximum driving force) of the driving force output from the second rotating electrical machine MG2 is the upper limit of the driving force output from the first rotating electrical machine MG1. The upper limit of rotation speed (maximum rotation speed) output from the second rotary electric machine MG2 is set lower than the upper limit of rotation speed output from the first rotary electric machine MG1.

1-2. Configuration of Control System for Hybrid Drive Device As shown in FIG. 2, the hybrid drive device H includes a main control unit 31 for controlling each part of the device. The main control unit 31 is connected to the engine control unit 32, the MG1 control unit 33, the MG2 control unit 34, and the hydraulic control device 35 in a state where information can be transmitted to each other. The engine control unit 32 controls each part of the engine E so that the engine E outputs a desired rotational speed and driving force (torque). The MG1 control unit 33 controls the first inverter 22 so that the first rotating electrical machine MG1 outputs a desired rotational speed and driving force (torque). The MG2 control unit 34 controls the second inverter 23 so that the second rotating electrical machine MG2 outputs a desired rotation speed and driving force (torque). The hydraulic control device 35 adjusts the hydraulic pressure supplied from the oil pump OP, and distributes and supplies the hydraulic pressure to each engagement element C1, B1, B2, thereby controlling the engagement or release of each engagement element C1, B1, B2. To do. Such engagement or release of the engagement elements C1, B1, B2 is performed based on a control command from the main control unit 31.

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

  The main control unit 31 selects a plurality of operation modes, which will be described later, using information acquired by the sensors Se1 to Se4. The main control unit 31 switches the operation mode by controlling the engagement state of the first clutch C1, the first brake B1, and the second brake B2 via the hydraulic control device 35. Further, the main control unit 31 performs coordinated control of the operation states of the engine E, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 via the engine control unit 32, the MG1 control unit 33, and the MG2 control unit 34. The vehicle travels appropriately according to the selected operation mode.

  Therefore, in this embodiment, the main control unit 31 includes a battery state detection unit 41, a mode selection unit 42, and a switching control unit 43 as functional units for executing various controls. Each of these means included in the main control unit 31 includes a hardware or software (program) or a functional unit for performing various processes on input data with an arithmetic processing unit such as a CPU as a core member. Implemented and configured by both. The main control unit 31 also includes a storage unit 44. The storage unit 44 includes a first map 45 and a second map 46 that are used for determining an operation mode according to the vehicle speed and the required driving force. Is stored.

The battery state detection unit 41 estimates and detects a battery state such as a charge amount of the battery 21 based on information such as a voltage value and a current value output from the battery state detection sensor Se1. Here, the battery charge amount is generally referred to as an SOC (state of charge), and is obtained, for example, as a ratio of the remaining charge amount to the charge capacity of the battery 21.

  The mode selection unit 42 selects an appropriate operation mode according to a predetermined control map according to the state of each part of the vehicle. In the present embodiment, the mode selection unit 42 uses two control maps, a first map 45 and a second map 46, and according to the vehicle speed and the required driving force, the first EV mode, the second EV mode, and the third map. An appropriate operation mode is selected from the five operation modes of EV mode, series mode, and parallel mode. The contents of each operation mode will be described later in detail. FIG. 3 shows an example of the first map 45, and FIG. 4 shows an example of the second map 46. In these figures, the horizontal axis is the vehicle speed, and the vertical axis is the required driving force. Here, the requested driving force is a value representing the driving force requested by the driver for the vehicle, and is calculated by the mode selection unit 42 based on outputs from the accelerator operation detection sensor Se3 and the brake operation detection sensor Se4. Get. The vehicle speed is detected by a vehicle speed sensor Se2.

  The mode selection unit 42 uses either the first map 45 or the second map 46 stored in the storage unit 44 as a control map according to the battery state detected by the battery state detection unit 41. Specifically, the mode selection unit 42 sets a first region with a relatively large charge amount and a second region with a relatively small charge amount with respect to the battery charge amount detected by the battery state detection unit 41, When the current battery charge amount is in the first region, the first map 45 shown in FIG. 3 is used, and when the current battery charge amount is in the second region, the second map 46 shown in FIG. 4 is used.

  As shown in the first map 45 of FIG. 3, in the hybrid drive device H, when the battery charge amount is in the first region, the first EV mode, the second EV mode, and the third EV mode. Any EV mode is selected. In the present embodiment, as will be described later, with respect to the driving force and rotational speed output from the output shaft O, the second EV mode is responsible for the high driving force / low rotational speed side, and the first EV mode is the low driving force.・ It is set to take charge of the high rotation speed side. Accordingly, when the required driving force is relatively high and the vehicle speed is relatively low, the second EV mode is selected, and when the required driving force is relatively small and the vehicle speed is relatively high, the first EV mode is selected. . Further, when the driving force is insufficient even in the second EV mode, the third EV mode in which the vehicle travels with the driving force of both the first rotating electrical machine MG1 and the second rotating electrical machine MG2 is selected. Note that in the region where the first EV mode and the second EV mode overlap, both the first EV mode and the second EV mode can be selected. One of the operation modes is selected based on other conditions.

  As described above, with respect to the driving force and the rotational speed output from the output shaft O, the second EV mode in charge of the low vehicle speed side is set by setting the region in which the second EV mode and the first EV mode are different. The second rotating electrical machine MG2 driven in the mode does not need to output a driving force up to the maximum vehicle speed range of the vehicle. Therefore, since the upper limit of the rotational speed transmitted to the output shaft O by the second rotating electrical machine MG2 can be set low, the necessary driving force can be output from the output shaft O, while the second rotating electrical machine MG2 and the second inverter 23 The required performance can be kept low. Therefore, the second rotating electrical machine MG2 and the second inverter 23 can be reduced in size and increased in efficiency. On the other hand, the first rotating electrical machine MG1 driven in the first EV mode in charge of the high vehicle speed side needs to output driving force up to the maximum vehicle speed range of the vehicle, but instead transmits high driving force to the output shaft O. There is no need to do. Therefore, since the upper limit of the driving force transmitted to the output shaft O by the first rotating electrical machine MG1 can be set low, the first rotating electrical machine MG1 and the first rotating electrical machine MG1 can be driven at the rotational speed corresponding to the maximum vehicle speed range. The required performance of the inverter 22 can be kept low. Therefore, the first rotating electrical machine MG1 and the first inverter 22 can be reduced in size and increased in efficiency.

  Further, as shown in the second map 46 of FIG. 4, in the hybrid drive device H, when the battery charge amount is in the second region, the engine E in either the series mode or the parallel mode is driven. The operating mode to be in the state is selected. In the present embodiment, with respect to the driving force and rotational speed output from the output shaft O, the series mode is responsible for the high driving force / low rotational speed side, and the parallel mode is responsible for the low driving force / high rotational speed side. Is set to Accordingly, the series mode is selected when the required driving force is relatively high and the vehicle speed is relatively low, and the parallel mode is selected when the required driving force is relatively small and the vehicle speed is relatively high. Here, in the series mode, as described later, the driving force of the second rotating electrical machine MG2 is transmitted to the output shaft O as in the second EV mode. Therefore, the area where the series mode set in the second map 46 of FIG. 4 is selected is the same as the area where the second EV mode set in the first map shown in FIG. It is not set to cover the maximum vehicle speed range. On the other hand, the parallel mode is set to cover the maximum vehicle speed range of the vehicle. Note that, in the region where the series mode and the parallel mode overlap, both the series mode and the parallel mode can be selected. Therefore, the mode selection unit 42 can select either one based on conditions other than the vehicle speed and the required driving force. Select the operation mode.

  The switching control unit 43 controls the operation of the hydraulic control device 35 according to the operation mode selected by the mode selection unit 42, whereby each engagement of the first clutch C1, the first brake B1, and the second brake B2. Join or release. Thereby, the switching control unit 43 performs control to switch the operation mode of the hybrid drive device H.

1-3. Operation Mode of Hybrid Drive Device Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. FIG. 5 shows operating states of the first clutch C1 (first engagement element E1), the first brake B1 (third engagement element E3), and the second brake B2 (second engagement element E2) in each operation mode. It is an operation | movement table | surface which shows. In this figure, “◯” indicates that each engaging element is in an engaged (connected) state, and “no mark” indicates that each engaging element is in a released (separated) state. Note that “(◯)” indicates that either an engaged (connected) state or a released (separated) state may be used. 6 to 10 are velocity diagrams showing the operation states of the first planetary gear device P1 and the second planetary gear device P2 in each operation mode. 6 is a velocity diagram in the first EV mode, FIG. 7 is a velocity diagram in the second EV mode, FIG. 8 is a velocity diagram in the third EV mode, and FIG. 9 is a velocity diagram in the series mode. FIG. 10 shows velocity diagrams in the parallel mode. In these velocity diagrams, the vertical axis corresponds to the rotational speed of each rotating element. That is, “0” described corresponding to the vertical axis indicates that the rotation speed is zero, the upper side is positive rotation (rotation speed is positive), and the lower side is negative rotation (rotation speed is negative). is there. Each of the plurality of vertical lines arranged in parallel corresponds to each rotating element of the first planetary gear device P1 and the second planetary gear device P2. That is, “s1”, “ca1”, and “r1” described above each vertical line correspond to the first sun gear s1, the first carrier ca1, and the first ring gear r1 of the first planetary gear device P1, respectively. “S2”, “ca2”, and “r2” respectively correspond to the second sun gear s2, the second carrier ca2, and the second ring gear r2 of the second planetary gear device P2.

  On the other hand, “E = I”, “MG1”, “MG2”, “O”, “B1”, and “B2” described below each vertical line are respectively the first planetary gear device P1 and the second planetary gear device P1. Corresponds to the engine E (input shaft I), the first rotating electrical machine MG1, the second rotating electrical machine MG2, the output shaft O, the first brake B1, and the second brake B2 that are drivingly connected to each rotating element of the planetary gear device P2. ing. In these speed diagrams, “Δ” is the rotational speed of the input shaft I (engine E), “◯” is the rotational speed of the first rotating electrical machine MG1, and “□” is the rotational speed of the second rotating electrical machine MG2. , “☆” indicates the rotational speed of the output shaft O, and “×” indicates that the first brake B1 or the second brake B2 is in the engaged state. In addition, an arrow arranged adjacent to the point indicating the rotation speed of each rotating element indicates the direction of the torque acting on each rotating element during normal running in each operation mode, and the upward arrow indicates the torque in the positive direction. The downward arrow represents the torque in the negative direction. “TE” is the engine torque TE transmitted from the engine E to the first carrier ca1, “T1” is the MG1 torque T1 transmitted from the first rotating electrical machine MG1 to the first ring gear r1, and “T2” is the second rotation. MG2 torque T2, “TO” transmitted from the electric machine MG2 to the second sun gear s2, indicates a running resistance TO transmitted from the output shaft O to the second carrier ca2. Hereinafter, the operation state of the hybrid drive device H will be described in detail for each of the plurality of operation modes.

1-4. First EV Mode The first EV mode is a state in which transmission of driving force between the input shaft I and the second rotating electrical machine MG2 and the output shaft O is interrupted, and the driving force of the first rotating electrical machine MG1 is applied to the output shaft O. This is an operation mode transmitted to. In the first EV mode, the engine E and the second rotating electrical machine MG2 are in a non-driving state in which no driving force is output. Therefore, the first EV mode is one of three EV (electric traveling) modes in which electric vehicle (EV) traveling is performed in which the power of the battery 21 is consumed and the vehicle is driven only by the driving force of the rotating electrical machine. There is an operation mode in which the vehicle is driven only by the driving force of the first rotating electrical machine MG1. This first EV mode corresponds to the first electric travel mode in the present invention. As will be described later, this hybrid drive apparatus H includes, as the EV mode, in addition to the first EV mode, a second EV mode in which the vehicle is driven only by the driving force of the second rotating electrical machine MG2, and the first rotating electrical machine MG1 and The third EV mode in which the vehicle is driven by both driving forces of the second rotating electrical machine MG2 is switchable.

  As shown in FIG. 5, the first EV mode is realized when the first clutch C1 is engaged and the first brake B1 and the second brake B2 are released. As shown in FIG. 6, in the first EV mode, the first ring C1 and the first rotating electrical machine MG1, which are the output rotating elements MO, the output shaft O, and the second clutch are engaged by engaging the first clutch C1. The carrier ca2 is drivingly connected to rotate integrally. Thereby, the rotor Ro1 of the first rotating electrical machine MG1 and the output shaft O are drivingly connected so as to rotate integrally. Further, by setting the first brake B1 in the released state, the first planetary gear device P1 is in a state in which the first sun gear s1 can freely rotate, and the first ring gear that rotates integrally with the rotor Ro1 of the first rotating electrical machine MG1. The rotation and driving force of r1 is in a separated state where it is not transmitted to the input shaft I that is drivingly connected to the first carrier ca1. Further, by releasing the second brake B2, the second planetary gear device P2 is in a state in which the second ring gear r2 can freely rotate, and the rotation of the second carrier ca2 drivingly connected to the output shaft O and The separated state is such that the driving force is not transmitted to the second rotating electrical machine MG2 that is drivingly connected to the second sun gear s2. Therefore, in the first EV mode, the transmission of the driving force between the input shaft I and the second rotating electrical machine MG2 and the output shaft O is cut off. Thereby, in the first EV mode, only the driving force of the first rotating electrical machine MG1 can be transmitted to the output shaft O and the vehicle can travel. At this time, the rotation of the first rotating electrical machine MG1 is transmitted to the output shaft O at the same speed. On the other hand, the rotational speeds of the input shaft I (engine E) and the second rotating electrical machine MG2 are set to zero, and the first sun gear s1 and the second ring gear r2 idle. Therefore, it is possible to suppress the loss of the driving force due to the engine E and the input shaft I being accompanied, and it is possible to reduce the loss generated when the second rotating electrical machine MG2 idles. Energy efficiency can be improved.

  In the first EV mode, the first rotating electrical machine MG1 is controlled to output an appropriate rotational speed and MG1 torque T1 according to the vehicle speed, the required driving force, and the like. Here, when the vehicle moves forward, as shown in FIG. 6, the first rotating electrical machine MG <b> 1 outputs MG <b> 1 torque T <b> 1 in the positive direction and performs power running while rotating forward. Although illustration is omitted, the first rotating electrical machine MG1 outputs MG1 torque T1 in the negative direction and performs powering while negatively rotating when the vehicle is moving backward. On the other hand, when the vehicle decelerates, the first rotating electrical machine MG1 performs regenerative braking to generate electric power. In this regenerative braking, when the vehicle moves forward, the first rotating electrical machine MG1 outputs a negative MG1 torque T1 while rotating forward, and when the vehicle moves backward, the first rotating electrical machine MG1 rotates negatively and rotates in the positive direction MG1 torque. Output T1.

1-5. Second EV Mode The second EV mode is a state in which transmission of the driving force between the input shaft I and the first rotating electrical machine MG1 and the output shaft O is interrupted, and the driving force of the second rotating electrical machine MG2 is applied to the output shaft O. This is an operation mode transmitted to. In the second EV mode, the engine E and the first rotating electrical machine MG1 are in a non-driving state in which no driving force is output. Therefore, the second EV mode is one of three EV (electric traveling) modes in which electric vehicle (EV) traveling is performed in which the power of the battery 21 is consumed and the vehicle is driven only by the driving force of the rotating electrical machine. There is an operation mode in which the vehicle is driven only by the driving force of the second rotating electrical machine MG2. This second EV mode corresponds to the second electric travel mode in the present invention. As described above, the second rotating electrical machine MG2 is drivingly connected to the output shaft O via the second planetary gear device P2 that functions as a reduction gear. Accordingly, in the second EV mode, the driving force of the second rotating electrical machine MG2 is transmitted to the output shaft O via the second planetary gear device P2, so that the rotation of the second rotating electrical machine MG2 is decelerated and the output shaft O Is transmitted to.

  As shown in FIG. 5, the second EV mode is realized when the second brake B2 is engaged and the first clutch C1 and the first brake B1 are released. Note that, as indicated by “(◯)”, in the second EV mode, each rotation element of the first planetary gear device P1 stops rotating, and therefore the first brake B1 may be in an engaged state. . As shown in FIG. 7, in the second EV mode, by bringing the second brake B2 into the engaged state, the second ring gear r2 of the second planetary gear device P2 is fixed to the case CS and the rotation is stopped. Accordingly, in the second planetary gear device P2, the rotation of the second ring gear r2 that is one end in the order of the rotational speed is stopped, and the second planetary gear device P2 that is drivingly connected to the second sun gear s2 that is the other end in the order of the rotational speed. The rotation of the rotating electrical machine MG2 is decelerated and transmitted to the second carrier ca2 that is intermediate in the order of the rotation speed. At this time, since the first clutch C1 is in the disengaged state, the rotation and driving force of the second rotating electrical machine MG2 and the output shaft O that are drivingly connected to each rotating element of the second planetary gear device P2 are the first rotation. The electric machine MG1, the first planetary gear device P1, and the input shaft I are not transmitted to the separated state. Therefore, in the second EV mode, transmission of driving force between the input shaft I and the first rotating electrical machine MG1 and the output shaft O and the second rotating electrical machine MG2 is interrupted. Thereby, in the second EV mode, only the driving force of the second rotating electrical machine MG2 can be transmitted to the output shaft O and the vehicle can travel. At this time, since the rotation of the second rotating electrical machine MG2 is decelerated by the second planetary gear device P2, the driving force of the second rotating electrical machine MG2 is amplified and transmitted to the output shaft O. On the other hand, the rotational speeds of the input shaft I (engine E) and the first rotating electrical machine MG1 are zero, and the rotational speeds of the rotating elements of the first planetary gear device P1 are also zero. Accordingly, it is possible to suppress the loss of the driving force due to the engine E and the input shaft I being accompanied, and it is possible to reduce the loss generated when the first rotating electrical machine MG1 idles, and the hybrid drive device H Energy efficiency can be improved.

  In the second EV mode, the second rotating electrical machine MG2 is controlled to output an appropriate rotational speed and MG2 torque T2 according to the vehicle speed, the required driving force, and the like. Here, when the vehicle moves forward, as shown in FIG. 7, the second rotating electrical machine MG <b> 2 outputs MG <b> 2 torque T <b> 2 in the positive direction and performs power running while rotating forward. Although illustration is omitted, the second rotating electrical machine MG2 outputs MG2 torque T2 in the negative direction and performs powering while negatively rotating when the vehicle is moving backward. On the other hand, when the vehicle decelerates, the second rotating electrical machine MG2 performs regenerative braking to generate electric power. In this regenerative braking, when the vehicle moves forward, the second rotating electrical machine MG2 outputs a negative MG2 torque T2 while rotating forward, and when the vehicle moves backward, the second rotating electrical machine MG2 rotates negatively and rotates in the positive direction MG2 torque. T2 is output.

  As described above, in the second EV mode, the second rotating electrical machine MG2 is drivingly connected to the output shaft O via the second planetary gear device P2 as a speed reducing device, and the rotation of the second rotating electrical machine MG2 is decelerated. The driving force is amplified and transmitted to the output shaft O. On the other hand, in the first EV mode, the first rotating electrical machine MG1 is drivingly connected so as to rotate integrally with the output shaft O, and the rotation and driving force of the first rotating electrical machine MG1 are transmitted to the output shaft O as they are. . That is, in the present embodiment, the transmission ratio (reduction ratio) of the rotation transmission path from the second rotating electrical machine MG2 to the output shaft O in the second EV mode is the same as that of the first rotating electrical machine MG1 in the first EV mode. Is set larger than the speed ratio (reduction ratio) of the rotation transmission path up to. On the other hand, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 have the same output characteristics of the driving force and the rotational speed on the respective rotor shafts. Accordingly, with respect to the driving force output from the output shaft O, the driving force that can be output in the second EV mode is compared with the driving force that can be output in the first EV mode by the amount decelerated by the second planetary gear device P2. Is set high. As for the rotational speed output from the output shaft O, the rotational speed that can be output in the second EV mode is compared with the rotational speed that can be output in the first EV mode by the amount decelerated by the second planetary gear device P2. Is set low. In other words, regarding the driving force and rotational speed output from the output shaft O, the upper limit of the driving force output by the second EV mode is set higher than the upper limit of the driving force output by the first EV mode. The upper limit of the rotational speed output in the second EV mode is set lower than the upper limit of the rotational speed output in the first EV mode.

  Thus, the first EV mode for driving the first rotating electrical machine MG1 is in charge of the low driving force / high rotational speed side, and the second EV mode for driving the second rotating electrical machine MG2 is the high driving force / low rotational speed side. Can be limited, the range of the driving force and the rotation speed that the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are responsible for can be limited. As a result, the required performance of the first rotating electrical machine MG1 and the second rotating electrical machine MG2, and the first inverter 22 and the second inverter 23 can be kept low, and each rotating electrical machine MG1, MG2 and each inverter 22, 23 can be downsized. And high efficiency. And according to the required driving force and vehicle speed from the vehicle side, by appropriately switching to the second EV mode in the high driving force / low vehicle speed range and to the first EV mode in the low driving force / high vehicle speed region, The vehicle can travel appropriately while ensuring the necessary driving force.

1-6. Third EV Mode The third EV mode is a state in which the driving force between the input shaft I and the output shaft O is interrupted, and the driving force of the first rotating electrical machine MG1 and the driving force of the second rotating electrical machine MG2 are This is an operation mode transmitted to the output shaft O. In the third EV mode, the engine E is in a non-driving state where no driving force is output. Therefore, the third EV mode is one of three EV (electric traveling) modes in which electric vehicle (EV) traveling is performed in which the power of the battery 21 is consumed and the vehicle is driven only by the driving force of the rotating electrical machine. There is an operation mode in which the vehicle is driven by the driving forces of both the first rotating electrical machine MG1 and the second rotating electrical machine MG2. This third EV mode corresponds to the third electric travel mode in the present invention. In the third EV mode, since the driving forces of both the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are transmitted to the output shaft O, a higher driving force is output than in the first EV mode and the second EV mode. Is possible. Therefore, as shown in the first map 45 of FIG. 3, the third EV mode is selected when the required driving force is the highest.

  As shown in FIG. 5, the third EV mode is realized when the first clutch C1 and the second brake B2 are engaged and the first brake B1 is released. As shown in FIG. 8, when the first clutch C1 is engaged, the first ring gear r1 and the first rotating electrical machine MG1, which are the output rotating elements MO, and the output shaft O and the second carrier ca2 are integrated. Drive-coupled to rotate. Thereby, the rotor Ro1 of the first rotating electrical machine MG1 and the output shaft O are drivingly connected so as to rotate integrally. At this time, by setting the first brake B1 in the released state, the first planetary gear device P1 is in a state in which the first sun gear s1 can freely rotate, and rotates first with the rotor Ro1 of the first rotating electrical machine MG1. The rotation and driving force of the ring gear r1 is in a separated state where it is not transmitted to the input shaft I that is drivingly connected to the first carrier ca1. Accordingly, in the third EV mode, transmission of driving force between the input shaft I and the output shaft O is interrupted. Further, by bringing the second brake B2 into the engaged state, the second ring gear r2 of the second planetary gear device P2 is fixed to the case CS and the rotation is stopped. Accordingly, in the second planetary gear device P2, the rotation of the second ring gear r2 that is one end in the order of the rotational speed is stopped, and the second planetary gear device P2 that is drivingly connected to the second sun gear s2 that is the other end in the order of the rotational speed. The rotation of the rotating electrical machine MG2 is decelerated and transmitted to the second carrier ca2 that is intermediate in the order of the rotation speed. As a result, in the third EV mode, the driving force of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 can be transmitted to the output shaft O to drive the vehicle. At this time, the rotation of the first rotating electrical machine MG1 is transmitted to the output shaft O at the same speed, and the rotation of the second rotating electrical machine MG2 is decelerated and transmitted to the output shaft O. On the other hand, the rotational speed of the input shaft I (engine E) is set to zero, and the first sun gear s1 idles. Therefore, it is possible to suppress the loss of driving force due to the rotation of the engine E and the input shaft I, and to increase the energy efficiency of the hybrid drive device H.

  In the third EV mode, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are controlled to output appropriate rotational speeds and MG1 torque T1 and MG2 torque T2, respectively, according to the vehicle speed, the required driving force, and the like. The Here, when the vehicle moves forward, as shown in FIG. 8, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 output MG1 torque T1 and MG2 torque T2 in the positive direction and perform power running while rotating forward. Although illustration is omitted, when the vehicle is moving backward, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 rotate negatively and output negative MG1 torque T1 and MG2 torque T2, respectively. On the other hand, when the vehicle decelerates, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 perform regenerative braking to generate electric power. In this regenerative braking, when the vehicle moves forward, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 output MG1 torque T1 and MG2 torque T2 in the negative direction while rotating forward, and when the vehicle moves backward, the first rotating electrical machine MG1. The second rotating electrical machine MG2 outputs MG1 torque T1 and MG2 torque T2 in the positive direction while rotating negatively.

1-7. Series Mode The series mode is a state in which transmission of driving force between the input shaft I and the first rotating electrical machine MG1 and the output shaft O is interrupted, and the driving force of the engine E (input shaft I) is the first rotating electrical machine MG1. And the driving force of the second rotating electrical machine MG2 is transmitted to the output shaft O. In this series mode, the first rotating electrical machine MG1 generates power with the driving force of the engine E, and the electric power obtained by the power generation is supplied to one or both of the battery 21 and the second rotating electrical machine MG2. The second rotating electrical machine MG2 transmits driving force to the output shaft O by powering using one or both of the power obtained by the power generation of the first rotating electrical machine MG1 and the power stored in the battery 21, so that the vehicle To run. In this series mode, the first planetary gear device P1 functions as a speed increasing device that speeds up the rotation of the input shaft I and transmits it to the first rotating electrical machine MG1.

  As shown in FIG. 5, the series mode is realized when the first brake B1 and the second brake B2 are engaged and the first clutch C1 is released. As shown in FIG. 9, in the series mode, the first sun gear s1 of the first planetary gear device P1 is fixed to the case CS and the rotation is stopped by bringing the first brake B1 into the engaged state. Thereby, in the first planetary gear device P1, the rotation of the first sun gear s1 that is one end in the order of the rotational speed is stopped, and the input shaft I that is drivingly connected to the first carrier ca1 that is intermediate in the order of the rotational speed. The rotation of the (engine E) is increased and transmitted to the first rotating electrical machine MG1 that is drivingly connected to the first ring gear r1 that is the other end in the order of the rotational speed. Further, in the series mode, by bringing the second brake B2 into the engaged state, the second ring gear r2 of the second planetary gear device P2 is fixed to the case CS and the rotation is stopped. Accordingly, in the second planetary gear device P2, the rotation of the second ring gear r2 that is one end in the order of the rotational speed is stopped, and the second planetary gear device P2 that is drivingly connected to the second sun gear s2 that is the other end in the order of the rotational speed. The rotation of the rotating electrical machine MG2 is decelerated and transmitted to the second carrier ca2 that is intermediate in the order of the rotation speed. At this time, since the first clutch C1 is in the released state, the input shaft I, the first rotating electrical machine MG1, and the first planetary gear device P1, the output shaft O, the second rotating electrical machine MG2, and the second planetary gear. A separation state in which rotation and driving force are not transmitted to and from the device P2 is established. Therefore, in the series mode, transmission of driving force between the input shaft I and the first rotating electrical machine MG1 and the output shaft O and the second rotating electrical machine MG2 is interrupted.

  In this series mode, the engine E is controlled to maintain high efficiency and low exhaust gas (generally along optimal fuel consumption characteristics), while maintaining the positive direction required for power generation by the first rotating electrical machine MG1. Outputs engine torque TE. The first rotating electrical machine MG1 generates MG1 torque T1 in the negative direction while being rotated in the positive direction by the engine torque TE to generate electric power. The second rotating electrical machine MG2 is controlled to output an appropriate rotational speed and MG2 torque T2 according to the vehicle speed, the required driving force, and the like. The operation of the second rotating electrical machine MG2 in this series mode is the same as that in the second EV mode described above. That is, when the vehicle moves forward, as shown in FIG. 9, the second rotating electrical machine MG2 outputs MG2 torque T2 in the positive direction and performs power running while rotating forward. Although illustration is omitted, the second rotating electrical machine MG2 outputs MG2 torque T2 in the negative direction and performs powering while negatively rotating when the vehicle is moving backward. On the other hand, when the vehicle decelerates, the second rotating electrical machine MG2 performs regenerative braking to generate electric power. In this regenerative braking, when the vehicle moves forward, the second rotating electrical machine MG2 outputs a negative MG2 torque T2 while rotating forward, and when the vehicle moves backward, the second rotating electrical machine MG2 rotates negatively and rotates in the positive direction MG2 torque. T2 is output. When the vehicle is decelerated, the engine E and the first rotating electrical machine MG1 are not driven, and the rotation is stopped (the rotation speed is zero).

  As described above, in the series mode, the driving force of the engine E (input shaft I) is transmitted to the first rotating electrical machine MG1 to generate electric power, and only the driving force generated by powering the second rotating electrical machine MG2 is output shaft. O can be transmitted to O to drive the vehicle. Therefore, in the series mode, regardless of the state of charge of the battery 21, the second rotating electrical machine MG2 can be powered and run for a long time. In this series mode, the rotation of the engine E (input shaft I) is accelerated by the first planetary gear unit P1 and transmitted to the first rotating electrical machine MG1. Therefore, since the rotational speed of the rotor Ro1 of the first rotating electrical machine MG1 when generating power by the driving force of the engine E (input shaft I) can be made relatively high, the first rotating electrical machine MG1 is secured while ensuring the power generation capacity. Can be reduced in size and efficiency. Further, since the rotation of the second rotating electrical machine MG2 is decelerated by the second planetary gear device P2, the driving force of the second rotating electrical machine MG2 is amplified and transmitted to the output shaft O.

1-8. Parallel mode The parallel mode is an operation mode in which the driving force of the input shaft I is transmitted to the output shaft O in a state where the rotational speeds of the first rotary electric machine MG1 and the output shaft O are determined in proportion to the rotational speed of the input shaft I. is there. In this parallel mode, only the driving force of the engine E can be transmitted to the output shaft O to drive the vehicle, and one or both of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are driven as necessary. It is also possible to assist the driving force of the engine E by transmitting the force to the output shaft O. In the present embodiment, only the first rotating electrical machine MG1 is used in the parallel mode, and the second rotating electrical machine MG2 is in a non-driving state in which no driving force is output. That is, in the parallel mode, the first rotating electrical machine MG1 performs powering as necessary to assist the driving force of the engine E, or generates power by the driving force of the engine E to charge the battery 21. Further, in the parallel mode, the first planetary gear device P1 functions as a speed increasing device that speeds up the rotation of the input shaft I and transmits it to the output shaft O. At this time, the rotation of the input shaft I is transmitted to the first rotating electrical machine MG1 at an increased speed. The driving force of the first rotating electrical machine MG1 is transmitted to the output shaft O without passing through the first planetary gear device P1 as a speed increasing device.

  As shown in FIG. 5, the parallel mode is realized when the first clutch C1 and the first brake B1 are engaged and the second brake B2 is released. As shown in FIG. 10, in the parallel mode, the first sun gear s1 of the first planetary gear device P1 is fixed to the case CS and the rotation is stopped by bringing the first brake B1 into the engaged state. Thereby, in the first planetary gear device P1, the rotation of the first sun gear s1 that is one end in the order of the rotational speed is stopped, and the input shaft I that is drivingly connected to the first carrier ca1 that is intermediate in the order of the rotational speed. The rotation of the (engine E) is increased and transmitted to the first ring gear r1 and the first rotating electrical machine MG1 which are the other ends in the order of the rotation speed. Further, by engaging the first clutch C1, the first ring gear r1 and the first rotating electrical machine MG1, which are the output rotating elements MO, and the output shaft O and the second carrier ca2 are driven to rotate integrally. Connected. Thereby, the input shaft I (engine E), the first rotating electrical machine MG1, and the output shaft O are drivingly connected. Furthermore, in the parallel mode, the second planetary gear device P2 is in a state in which the second ring gear r2 can freely rotate by bringing the second brake B2 into the released state, and is driven and connected to the second sun gear s2. The rotation and driving force of the rotating electrical machine MG2 is in a separated state where it is not transmitted to the second carrier ca2. Therefore, in the parallel mode, transmission of the driving force between the second rotating electrical machine MG2 and the output shaft O is interrupted. As a result, in the parallel mode, the driving force of the engine E (input shaft I) and the first rotating electrical machine MG1 can be transmitted to the output shaft O to drive the vehicle. At this time, the rotation of the input shaft I (engine E) is increased and transmitted to the output shaft O, and the rotation of the first rotating electrical machine MG1 is transmitted to the output shaft O at the same speed. On the other hand, the rotation speed of the second rotating electrical machine MG2 is set to zero, and the second ring gear r2 rotates idly. Therefore, it is possible to reduce the loss caused by the idling of the second rotating electrical machine MG2 and to increase the energy efficiency of the hybrid drive device H.

  In this parallel mode, the engine E is controlled to output an appropriate positive engine torque TE according to the required driving force while rotating at a rotational speed determined according to the vehicle speed. When the engine torque TE transmitted to the output shaft O is insufficient with respect to the required driving force from the vehicle side, the first rotating electrical machine MG1 generates the MG1 torque T1 in the positive direction while rotating forward as necessary. The engine torque TE that is output and transmitted to the output shaft O is assisted. In addition, when the power of the battery 21 is insufficient, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the negative direction while generating positive rotation as necessary, and charges the battery 21. Furthermore, even when the vehicle is decelerating, the first rotating electrical machine MG1 outputs MG1 torque T1 in the negative direction while rotating forward to perform regenerative braking to generate electric power. At this time, the fuel supply to the engine E is stopped.

  As described above, in the parallel mode, the vehicle can be basically driven only by the driving force of the engine E. At this time, the first rotating electrical machine MG1 only assists the driving force of the engine E as necessary, or only generates electricity by the driving force of the engine E and charges the battery 21. Therefore, in the parallel mode, the vehicle can be driven by the driving force of the engine E for a long time regardless of the state of charge of the battery 21. In this parallel mode, the rotation of the engine E (input shaft I) is accelerated by the first planetary gear device P1 and transmitted to the output shaft O. Therefore, the rotational speed of the input shaft I (engine) can be kept low relative to the rotational speed of the output shaft O, so that the fuel efficiency of the engine E during high-speed traveling can be improved. Further, in the parallel mode, the first rotating electrical machine MG1 is drivingly connected so as to rotate integrally with the output shaft O via the first clutch C1, and the first rotating electrical machine MG1 is not connected to the first planetary gear device P1 as a speed increasing device. Since the driving force of the single rotating electrical machine MG1 is transmitted to the output shaft O, the first rotating electrical machine MG1 can be prevented from rotating with respect to the output shaft O at high speed. Therefore, it is possible to reduce a loss (mainly iron loss) that occurs when the first rotating electrical machine MG1 is idling in the non-driven state. Further, at this time, since the second rotating electrical machine MG2 is separated from the output shaft O, is brought into a non-driven state, and the rotation is also stopped, loss caused by the idling of the second rotating electrical machine MG2 can be reduced. As described above, according to the hybrid drive device H, the energy efficiency in the parallel mode can be increased.

2. Second Embodiment Next, a second embodiment of the present invention will be described. FIG. 11 is a skeleton diagram showing the configuration of the hybrid drive apparatus H according to the present embodiment. In FIG. 11, as in FIG. 1, an axisymmetric configuration is partially omitted. As shown in this figure, the hybrid drive device H according to this embodiment does not include the second planetary gear device P2 and the second brake B according to the first embodiment, and the second rotating electrical machine MG2 It is configured to be directly connected to the output shaft O. That is, in this hybrid drive device H, the rotor Ro2 of the second rotating electrical machine MG2 is drivingly connected so as to rotate integrally with the output shaft O. Therefore, in the hybrid drive device H according to this embodiment, the rotational speed of the second rotating electrical machine MG2 always matches the rotational speed of the output shaft O.

  Further, since the hybrid drive device H according to the present embodiment does not include the second brake B2 as the second engagement device E2, the operation table showing the operation states of the engagement elements C1 and B1 is shown in FIG. As shown. As shown in this figure, the hybrid drive apparatus H according to the present embodiment does not include the first EV mode according to the first embodiment, but the second EV mode, the third EV mode, the series mode, and The parallel mode can be switched. For the second EV mode, the third EV mode, and the series mode, the second rotating electrical machine MG2 is driven in a state of rotating integrally with the output shaft O without passing through the second planetary gear device P2. This is the same as in the first embodiment. On the other hand, in the present embodiment, since the drive connection between the second rotary electric machine MG2 and the output shaft O cannot be separated, the parallel mode uses only the first rotary electric machine MG1 as in the first embodiment. Unlike the 1-motor parallel mode, the 2-motor parallel mode using both the first rotating electrical machine MG1 and the second rotating electrical machine MG2 is used. In this parallel mode, one or both of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 perform powering as necessary to assist the driving force of the engine E, or generate electricity using the driving force of the engine E to generate the battery 21. To charge.

  Also in the present embodiment, the rotation of the input shaft I is accelerated and transmitted to the output rotating element MO by the first planetary gear device P1 as the speed increasing device, and the first rotating electrical machine MG1 is driven by the output rotating element MO. It is connected. Therefore, the first planetary gear device P1 increases the rotation speed of the input shaft I in the series mode and transmits it to the first rotating electrical machine MG1, and increases the rotation speed of the input shaft I in the parallel mode to the output shaft O. introduce. Note that points not particularly described are the same as those in the first embodiment.

3. Other Embodiments (1) In each of the above embodiments, the first engagement device E1 selectively connects the first ring gear r1 as the output rotation element MO of the first planetary gear device P1 and the output shaft O to drive connection. Or the case where it was the clutch (1st clutch C1) isolate | separated was demonstrated as an example. However, the embodiment of the present invention is not limited to this. Accordingly, the first engagement device E1 is a case in which one rotating element of the differential gear device is a non-rotating member, similarly to the second engagement device E2 and the third engagement device E3 in the first embodiment. It is also one of the preferred embodiments of the present invention that the brake is fixed to the CS. The first engagement device E1 may be configured by an engagement device other than the friction engagement element, for example, a meshing clutch.

(2) In the first embodiment, the second engagement device E2 and the third engagement device E3 are one rotating element of the differential gear device (the first planetary gear device P1 or the second planetary gear device P2). As an example, a case where the brakes are fixed to the case CS as the non-rotating member (first brake B1, second brake B2) has been described. However, the embodiment of the present invention is not limited to this. Accordingly, one or both of the second engagement device E2 and the third engagement device E3 are configured by a clutch that engages two rotating elements, like the first engagement device E1 in the first embodiment. This is also one of the preferred embodiments of the present invention. Further, it is also preferable that one or both of the second engagement device E2 and the third engagement device E3 is configured by an engagement device other than the friction engagement element, such as a meshing clutch.

(3) In each of the above embodiments, the configuration in which the hybrid drive device H includes the first brake B1 as the third engagement device E3 has been described as an example, but the embodiment of the present invention is not limited thereto. Absent. Accordingly, the hybrid drive device H may be configured not to include the third engagement device E3 that selectively separates the drive connection between the output rotation element of the speed increasing device and the first rotating electrical machine and the input member. This is one of the preferred embodiments. In this case, for example, in the first embodiment and the second embodiment, the first brake B1 as the third engagement device E3 is not provided, and the first sun gear s1 is always fixed to the case CS as the non-rotating member. It is preferable to adopt the configuration described above.

(4) In the second embodiment, the configuration in which the second rotating electrical machine MG2 is drivingly connected so as to rotate integrally with the output shaft O has been described. However, the embodiment of the present invention is not limited to this. Absent. Therefore, in the second embodiment, the rotor Ro2 of the second rotating electrical machine MG2 is selectively driven and connected to the output shaft O via the clutch, which is one of the preferred embodiments of the present invention. It is. In this case, the operation mode is substantially the same as that of the first embodiment except that the speed reduction device for decelerating the rotation of the second rotating electrical machine MG2 and transmitting it to the output shaft O is not provided. Can be realized.

(5) In each of the above embodiments, the case where the first planetary gear device P1 as the speed increasing device is configured by a single pinion type planetary gear mechanism has been described as an example. However, the embodiment of the present invention is not limited to this, and other differential gear devices such as a configuration in which the first planetary gear device P1 is a combination of a double pinion type planetary gear mechanism, a plurality of bevel gears, and the like. It is also one of preferred embodiments of the present invention. Also in this case, the first rotating element is fixed to the non-rotating member in the order of the rotation speed, the second rotating element is drivingly connected to the input member, and the third rotating element is set as the output rotating element. It is the same in that it is drivingly connected to MG1. Further, the speed increasing device according to the present invention is not limited to one constituted by a differential gear device. For example, the speed increasing device may be constituted by a constantly meshing gear pair or the like.

(6) In each of the above-described embodiments, the case where the second planetary gear device P2 as the speed reducer is configured by a single pinion type planetary gear mechanism has been described as an example. However, the embodiment of the present invention is not limited to this, and other differential gear devices such as a configuration in which the second planetary gear device P2 is a combination of a double pinion type planetary gear mechanism, a plurality of bevel gears, and the like. It is also one of preferred embodiments of the present invention. Also in this case, the first rotating element is drivingly connected to the second rotating electrical machine, the second rotating element is drivingly connected to the output member, and the third rotating element is fixed to the non-rotating member in the order of the rotational speed. Is the same. Further, the speed reduction device according to the present invention is not limited to that constituted by a differential gear device, and it is also preferable that the speed reduction device is constituted by, for example, a constantly meshing gear pair.

(7) In each of the above embodiments, the oil pump OP has been described as an example of a configuration in which the oil pump OP is drivingly connected to the first ring gear r1 as the output rotating element MO and the first rotating electrical machine MG1. However, the embodiment of the present invention is not limited to this, and it is also preferable that the oil pump is connected to another rotating member or provided independently of the rotating member of the hybrid drive device H. This is one of the embodiments. When the oil pump is provided independently of the rotating member of the hybrid drive device H, an electric oil pump that drives the pump by a rotating electric machine (electric motor) provided separately from the first rotating electric machine MG1 and the second rotating electric machine MG2. It is suitable also as a structure provided with.

(8) In said 1st embodiment, the case where 1 motor parallel mode using only 1st rotary electric machine MG1 was provided regarding the parallel mode was demonstrated as an example. However, the embodiment of the present invention is not limited to this. Therefore, instead of the 1-motor parallel mode, or in addition to the 1-motor parallel mode, a 2-motor parallel mode using both the first rotating electrical machine MG1 and the second rotating electrical machine MG2 may be provided. This is one of the embodiments. This two-motor parallel mode is realized by engaging the first clutch C1, the first brake B1, and the second brake B2 in the configuration of the hybrid drive device H according to the first embodiment. In the two-motor parallel mode, like the first rotating electrical machine MG1, the second rotating electrical machine MG2 also powers as necessary to assist the driving force of the engine E or generate electric power by the driving force of the engine E. To charge the battery 21. Thereby, a driving force higher than that in the one-motor parallel mode can be transmitted to the output shaft O to drive the vehicle. As in the first embodiment, when the upper limit of the rotational speed transmitted by the second rotating electrical machine MG2 to the output shaft O does not cover the maximum vehicle speed of the vehicle, the second rotating electrical machine MG2 outputs the output shaft. The two-motor parallel mode can be executed within the range of the rotational speed that can be transmitted to O.

(9) In the first embodiment, the case has been described as an example in which the five operation modes of the first EV mode, the second EV mode, the third EV mode, the series mode, and the parallel mode are switchable. However, the embodiment of the present invention is not limited to this. Therefore, it is also a preferred embodiment of the present invention that only one or two or more of these five operation modes are provided. In this case, for example, it is also preferable that the hybrid drive apparatus H includes only the series mode and the parallel mode that can be switched, or in addition to these, only a part of the three EV modes can be switched. .

(10) In each of the above embodiments, the output member is the output shaft O arranged coaxially with the input shaft I as the input member, and the second planetary gear device P2 as the second rotating electrical machine MG2 and the speed reducer. Also, the configuration arranged coaxially with the input shaft I has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, it is also a preferred embodiment of the present invention that one or both of the output member and the second rotating electrical machine MG2 is arranged on a different axis from the input member. In this case, for example, the input member, the first rotating electrical machine MG1, and the first planetary gear device P1 are arranged on the same axis, and the second rotating electrical machine MG2 and the output member are arranged on different axes. It is. At this time, the hybrid drive device H includes a counter gear mechanism that is drivingly connected to the output member, and the output rotating element MO of the first planetary gear device P1 and the second rotating electrical machine MG2 are drivingly connected to the counter gear mechanism. Is also suitable. In addition, it is more preferable that the counter gear mechanism functions as a speed reducer that decelerates the rotation of the second rotating electrical machine MG2 and transmits it to the output member. As in the above embodiments, the configuration in which the input shaft I as the input member and the output shaft O as the output member are arranged on the same axis line is the FR (front engine / rear drive) type vehicle drive device. Suitable for On the other hand, the configuration in which the input member, the second rotary electric machine MG2, and the output member are arranged on different axes is, for example, an FF (front engine / front drive) type vehicle, an RR (rear engine / rear drive) type vehicle, or the like. It is suitable for the drive device.

(11) In each of the above embodiments, the case where the battery 21 as the power storage device is configured to be rechargeable by an external power source and the hybrid drive device H is configured as a drive device for a plug-in hybrid vehicle has been described as an example. However, the embodiment of the present invention is not limited to this, and a configuration in which the power storage device is charged only by the rotating electrical machine included in the hybrid drive device H is one of the preferred embodiments of the present invention. It is.

  INDUSTRIAL APPLICABILITY The present invention can be suitably used as a drive device for a hybrid vehicle that includes two rotating electric machines as drive power sources in addition to the engine.

Skeleton diagram showing the configuration of the hybrid drive device according to the first embodiment of the present invention The schematic diagram which shows the system configuration | structure of the hybrid drive device which concerns on 1st embodiment of this invention. The figure which shows the example of the 1st map which concerns on 1st embodiment of this invention. The figure which shows the example of the 2nd map which concerns on 1st embodiment of this invention. The operation | movement table | surface which shows the operation state of the some engagement element in each mode which concerns on 1st embodiment of this invention Velocity diagram in the first EV mode according to the first embodiment of the present invention Velocity diagram in the second EV mode according to the first embodiment of the present invention Velocity diagram in the third EV mode according to the first embodiment of the present invention Speed diagram in series mode according to the first embodiment of the present invention Velocity diagram in parallel mode according to the first embodiment of the present invention Skeleton diagram showing the configuration of the hybrid drive device according to the second embodiment of the present invention The operation | movement table | surface which shows the operation state of the some engagement element in each mode which concerns on 2nd embodiment of this invention

H: Hybrid drive device E: Engine I: Input shaft (input member)
O: Output shaft (output member)
W: Wheel MG1: First rotating electrical machine MG2: Second rotating electrical machine MO: Output rotating element P1: First planetary gear device (speed increasing device)
s1: First sun gear (first rotating element)
ca1: first carrier (second rotating element)
r1: first ring gear (third rotating element)
P2: Second planetary gear unit (reduction gear)
s2: Second sun gear (first rotating element)
ca2: second carrier (second rotating element)
r2: second ring gear (third rotating element)
E1: First engagement device E2: Second engagement device E3: Third engagement device CS: Case (non-rotating member)
OP: Oil pump 21: Battery (power storage device)

Claims (16)

An input member drivingly connected to the engine;
An output member drivingly connected to the wheel;
A speed increasing device that speeds up the rotation of the input member and transmits it to the output rotating element;
A first rotating electric machine drivingly connected to the output rotating element;
A second rotating electric machine drivingly connected to the output member;
A first engagement device that selectively drives or connects between the output rotating element and the first rotating electrical machine, and the output member and the second rotating electrical machine;
A second engagement device for selectively separating drive connection between the second rotating electrical machine and the output member;
A hybrid drive device comprising: The hybrid drive device according to claim 1 , further comprising a speed reducer that decelerates the rotation of the second rotating electrical machine and transmits the reduced speed to the output member. Before SL reduction gear, the first rotating element in the order of rotational speed, a second rotating element, and a differential gear device having three rotation elements of the third rotating element, the second rotating said first rotary element The second rotating element is drivingly connected to the output member, and the third rotating element is fixed to the non-rotating member.
The hybrid drive device according to claim 2 , wherein the second engagement device is a brake that selectively separates the third rotating element of the speed reducer from a non-rotating member. The output rotating element and the hybrid drive system according to any one of claims 1-3 comprising a third engagement device for selectively separating the driving connection between said input member and the first rotating electrical machine. An input member drivingly connected to the engine;
An output member drivingly connected to the wheel;
A speed increasing device that speeds up the rotation of the input member and transmits it to the output rotating element;
A first rotating electric machine drivingly connected to the output rotating element;
A second rotating electric machine drivingly connected to the output member;
A first engagement device that selectively drives or connects between the output rotating element and the first rotating electrical machine, and the output member and the second rotating electrical machine;
A third engagement device for selectively separating the drive connection between the output rotating element and the first rotating electrical machine and the input member;
A hybrid drive device comprising: The hybrid drive device according to claim 5 , further comprising a speed reducer that decelerates the rotation of the second rotating electrical machine and transmits the reduced speed to the output member. The speed increasing device is a differential gear device including three rotating elements of a first rotating element, a second rotating element, and a third rotating element in order of the rotation speed, and the first rotating element is a non-rotating member. Fixed, the second rotating element is drivingly connected to the input member, the third rotating element is the output rotating element,
The hybrid drive device according to any one of claims 4 to 6, wherein the third engagement device is a brake that selectively separates the first rotating element of the speed increasing device from a non-rotating member. The hybrid drive device according to any one of claims 1 to 7 , wherein the first engagement device is a clutch that selectively connects or disconnects the output rotation element and the output member. The hybrid drive apparatus according to any one of claims 1 to 8 comprising an oil pump drivingly connected to the output rotating element. The driving force of the input member is transmitted to the first rotating electrical machine in a state where the transmission of the driving force between the input member and the first rotating electrical machine and the output member is interrupted, and the second rotation The driving force of the input member is transmitted to the output member in the series mode in which the driving force of the electric device is transmitted to the output member and the rotational speed of the first rotating electrical machine is determined in proportion to the rotational speed of the input member. To be switched between parallel mode and
The speed increasing device accelerates the rotation of the input member in the series mode and transmits it to the first rotating electric machine, and accelerates the rotation of the input member in the parallel mode and transmits it to the output member. The hybrid drive apparatus as described in any one of Claim 1 to 9 . The hybrid drive device according to claim 10 , wherein in the parallel mode, the driving force of the first rotating electrical machine is transmitted to the output member without passing through the speed increasing device. With the transmission of the driving force between the input member and the second rotating electrical machine and the output member interrupted, the engine is brought into a non-driving state, and the driving force of the first rotating electrical machine is applied to the output member. The hybrid drive device according to claim 10 or 11 , further comprising a switchable first electric travel mode to be transmitted. With the transmission of the driving force between the input member and the first rotating electrical machine and the output member interrupted, the engine is brought into a non-driving state, and the driving force of the second rotating electrical machine is applied to the output member. The hybrid drive device according to any one of claims 10 to 12 , further comprising a switchable second electric travel mode to be transmitted. A speed reducer that decelerates the rotation of the second rotating electrical machine and transmits it to the output member;
The hybrid drive device according to claim 13 , wherein in the second electric travel mode, the driving force of the second rotating electrical machine is transmitted to the output member via the reduction device. A third electric motor in which the driving force of the first rotating electrical machine and the driving force of the second rotating electrical machine are transmitted to the output member in a state where the transmission of the driving force between the input member and the output member is interrupted. The hybrid drive device according to any one of claims 10 to 14 , wherein the drive mode is further switchable. The hybrid drive device according to any one of claims 1 to 15 , wherein a power storage device for supplying electric power to the first rotating electric machine and the second rotating electric machine is configured to be chargeable by an external power source.