JP5874335B2 - Drive device for hybrid vehicle - Google Patents

Description

  In the present invention, an internal combustion engine and a rotating electrical machine are mounted as a driving power source, the internal combustion engine is connected to drive wheels via a transmission mechanism so as to be able to transmit power, and the rotating electrical machine is connected to the driving wheels and power without passing through the transmission mechanism. The present invention relates to a drive device for a hybrid vehicle connected so as to be able to transmit.

  There is known a vehicle in which an internal combustion engine and a motor / generator are mounted as driving power sources, and these can drive propeller shafts that output power to driving wheels, so-called hybrid vehicles. In such a hybrid vehicle, a transmission is provided in a power transmission path between the internal combustion engine and the propeller shaft, and the motor / generator is provided so as to transmit power to the propeller shaft without passing through the transmission. Is known (see Patent Document 1). In addition, there is Patent Document 2 as a prior art document related to the present invention.

JP 2003-166633 A JP 2003-127681 A

  In the vehicle of Patent Document 1, when the vehicle is driven by a motor / generator, the transmission is in a neutral state and the internal combustion engine is separated from the propeller shaft. Then, when a condition for resuming the operation of the internal combustion engine is satisfied, the transmission gear stage of the transmission is selected according to the vehicle speed, and the internal combustion engine after starting is started via the transmission switched to the selected transmission gear stage. And the propeller shaft. In the vehicle of Patent Document 1, it is considered that this control is executed even when the vehicle is driven backward by the internal combustion engine. In general, when the vehicle is moved backward, the vehicle is temporarily stopped and then moved backward, so that the lowest gear position is selected. In this case, the driving force transmitted from the internal combustion engine to the driving wheels may be reduced.

  Therefore, an object of the present invention is to provide a drive device for a hybrid vehicle that can suppress a decrease in drive force transmitted to drive wheels when the vehicle is driven backward by an internal combustion engine.

The drive device of the present invention includes an internal combustion engine, a first motor / generator, an output unit for transmitting power to drive wheels, a first rotation element, a second rotation element, and a third rotation that are differentially rotatable with respect to each other. Power including a differential mechanism having a rotating element, the internal combustion engine connected to the first rotating element, the first motor / generator connected to the second rotating element, and the output unit connected to the third rotating element. A hybrid vehicle comprising a split mechanism and a second motor / generator capable of outputting power to the output unit, wherein the rotational direction of the third rotating element can be changed by adjusting the rotational speed of the first motor / generator. In the driving apparatus, the output section shifts the rotation of the third rotating element and the output member connected to the driving wheel and the second motor / generator so as to be able to transmit power. A transmission mechanism that transmits to the output member, wherein the transmission mechanism has a transmission ratio between the third rotating element and the output member that is at least a predetermined low speed side transmission ratio and a high speed that is less than the low speed side transmission ratio. The output member can be switched to the side gear ratio , and the high speed side gear ratio is greater than the low speed side gear ratio when the third rotational element has the same rotational speed when the vehicle is moving backward. When the vehicle is driven backward by the power of the internal combustion engine, the speed ratio of the speed change mechanism is set so that the reverse speed is started at the high speed side speed ratio. Control means for controlling to the high speed side gear ratio is further provided (claim 1).

  According to the drive device of the present invention, when the vehicle is driven backward by the internal combustion engine, the speed ratio of the speed change mechanism is switched to the high speed side speed ratio, so that the rotation speed of the output member can be made larger than the rotation speed of the third rotation element. . Therefore, it is possible to suppress a decrease in the driving force transmitted from the internal combustion engine to the driving wheels when the vehicle is moving backward. Therefore, the reverse running performance of the vehicle can be improved.

In one form of the drive device of the present invention, the vehicle is provided with operation means that allows the driver to switch to a plurality of ranges including a reverse travel range, and the control means controls the vehicle when the vehicle is stopped. When it is determined that it is impossible to travel with the power of the second motor / generator and the operating means is switched to the reverse travel range, the shift is performed so that the reverse travel is started at the high speed side gear ratio. The speed ratio of the mechanism may be controlled to the high speed side speed ratio (Claim 2). In this embodiment, when the vehicle is driven backward by the internal combustion engine, the speed ratio of the speed change mechanism can be quickly switched to the high speed side speed ratio. Further, when the timing for starting the internal combustion engine is set after switching the transmission gear ratio of the transmission mechanism, the internal combustion engine can be started quickly by switching the transmission gear ratio quickly in this way. Therefore, the response of starting the internal combustion engine can be improved.

  In one form of the drive device of the present invention, the speed change mechanism is configured to be switchable to a neutral state in which power transmission between the third rotating element and the output member is interrupted, and the control means controls the vehicle. When the vehicle is driven by the power of the second motor / generator, the speed change mechanism may be switched to the neutral state. By switching the transmission mechanism to the neutral state, the second motor / generator is disconnected from the internal combustion engine, the first motor / generator, and the power split mechanism. For this reason, it is possible to prevent the power of the second motor / generator from being wasted. Therefore, when the vehicle is driven by the power of the second motor / generator, the electric power consumed by the second motor / generator can be reduced.

In one form of the driving device of the present invention, the speed change mechanism includes a sun gear, a ring gear, and a carrier that are differentially rotatable with each other, and the rotation of the third rotating element is transmitted to the carrier, and the ring gear is A single-pinion type planetary gear mechanism coupled to rotate integrally with the output member; and a state of the planetary gear mechanism in a low-speed state corresponding to the low- speed side gear ratio in which the sun gear rotates integrally with the carrier; And a state switching means switchable to a high speed state corresponding to the high speed side gear ratio at which the sun gear is non-rotatably locked and a neutral state in which the sun gear is idling, and the control means is used to power the internal combustion engine. controlling said state switching device such that the reverse state is the high-speed state of the planetary gear mechanism is started in the case where the backward of the vehicle Te Which may be (claim 4). In this embodiment, the rotation speed of the ring gear becomes larger than the rotation speed of the carrier by locking the sun gear. Therefore, the rotation speed of the output member can be made larger than the rotation speed of the third rotation element.

In one form of the drive device of the present invention, the speed change mechanism includes a sun gear, a ring gear, and a carrier that are differentially rotatable with respect to each other, the rotation of the third rotating element is transmitted to the ring gear, and the carrier A planetary gear mechanism of a double pinion type coupled so as to rotate integrally with the output member; and a state of the planetary gear mechanism, a low speed state corresponding to the low speed side gear ratio at which the sun gear rotates integrally with the carrier, And a state switching means switchable to a high speed state corresponding to the high speed side gear ratio at which the sun gear is non-rotatably locked and a neutral state in which the sun gear is idling, and the control means is used to power the internal combustion engine. state of the planetary gear mechanism in the case where the backward of the vehicle controls the state switching means as the reverse is initiated by the high speed state Te Which may (claim 5). In this embodiment, the rotation speed of the carrier becomes larger than the rotation speed of the ring gear by locking the sun gear. Therefore, the rotation speed of the output member can be made larger than the rotation speed of the third rotation element.

  As described above, according to the drive device of the present invention, when the vehicle is driven backward by the internal combustion engine, the transmission gear ratio of the transmission mechanism is switched to the high speed side transmission gear ratio. It can suppress that the transmitted driving force falls. Therefore, it is possible to improve the reverse running performance of the vehicle.

The skeleton figure of the vehicle by which the drive device which concerns on the 1st form of this invention is mounted. The figure which expands and shows the speed change mechanism when a sleeve exists in a low speed position. The figure which expands and shows the speed change mechanism when a sleeve exists in a high speed position. The alignment chart of the drive device which concerns on the 1st form when making a vehicle advance with an internal combustion engine. The alignment chart of the drive device which concerns on the 1st form when the vehicle is moving backward with an internal combustion engine. 7 is a flowchart showing a start-time shift control routine executed by the control device. The skeleton figure of the vehicle carrying the drive device which concerns on the 2nd form of this invention. The figure which expands and shows the speed change mechanism when a sleeve exists in a low speed position. The figure which expands and shows the speed change mechanism when a sleeve exists in a high speed position. The alignment chart of the drive device which concerns on a 2nd form when the vehicle is advanced with an internal combustion engine. The alignment chart of the drive device which concerns on a 2nd form when the vehicle is moving backward with an internal combustion engine. The skeleton figure of the vehicle by which the drive device which concerns on the 3rd form of this invention is mounted. The flowchart which shows the gear change control routine at the time of starting which a control apparatus performs in a 3rd form.

(First form)
FIG. 1 shows a skeleton diagram of a vehicle equipped with a drive device according to a first embodiment of the present invention. The vehicle 1 is configured as a so-called hybrid vehicle. The driving device 10A includes an internal combustion engine (hereinafter sometimes referred to as an engine) 11, a first motor / generator (hereinafter sometimes abbreviated as a first MG) 12, and a second motor / generator (hereinafter referred to as a first motor / generator). And may be abbreviated as second MG.) 13. Since the engine 11 is a well-known engine mounted on a hybrid vehicle, detailed description thereof is omitted. The first MG 12 and the second MG 13 are known ones that function as an electric motor and a generator. The first MG 12 includes a rotor 12b that rotates integrally with the rotor shaft 12a, and a stator 12c that is coaxially disposed on the outer periphery of the rotor 12b and fixed to the case 2. Similarly, the second MG 13 includes a rotor 13b that rotates integrally with the rotor shaft 13a, and a stator 13c that is coaxially disposed on the outer periphery of the rotor 13b and fixed to the case 2. The first MG 12 and the second MG 13 are electrically connected to a common battery 14.

  The drive device 10 </ b> A includes a power split mechanism 15 and an output unit 16 for outputting power to the drive wheels 3 of the vehicle 1. The power split mechanism 15 is configured to split the power output from the engine 11 into the first MG 12 and the output unit 16. The power split mechanism 15 includes a first planetary gear mechanism 17 as a differential mechanism. The first planetary gear mechanism 17 is a single pinion type planetary gear mechanism, and includes a sun gear S1 that is an external gear, a ring gear R1 that is an internal gear coaxially disposed with respect to the sun gear S1, and these And a carrier C1 that holds the pinion gear P1 meshing with the gears S1 and R1 so that the pinion gear P1 can rotate and can revolve around the sun gear S1. As shown in this figure, the sun gear S1 is connected to the rotor shaft 12a of the first MG 12. The carrier C1 is connected to the output shaft 11a of the engine 11. The ring gear R <b> 1 is connected to the output unit 16 via the intermediate member 18. Therefore, the carrier C1 corresponds to the first rotating element of the present invention, the sun gear S1 corresponds to the second rotating element of the present invention, and the ring gear R1 corresponds to the third rotating element of the present invention.

  The output unit 16 includes a speed change mechanism 19 connected to the power split mechanism 15, an output shaft 20 as an output member, and an output gear 21 fixed so as to rotate integrally with the output shaft 20. The output gear 21 meshes with a ring gear 22 a provided in the case of the differential mechanism 22. The differential mechanism 22 is a known mechanism that distributes the transmitted power to the left and right drive wheels 3.

  The speed change mechanism 19 includes a single pinion type second planetary gear mechanism 23 and a clutch mechanism 24 as a state switching means. The second planetary gear mechanism 23 includes a sun gear S2 as an external gear, a ring gear R2 as an internal gear disposed coaxially with the sun gear S2, and a pinion gear P2 that meshes with these gears S2 and R2. And a carrier C2 that holds the periphery of the sun gear S2 so as to be able to revolve. As shown in this figure, the carrier C2 is connected to the ring gear R1 of the first planetary gear mechanism 17 via the intermediate member 18 so as to rotate integrally. Therefore, the power output from the power split mechanism 15 is transmitted to the carrier C2.

  The sun gear S <b> 2 and the carrier C <b> 2 of the second planetary gear mechanism 23 are connected to the clutch mechanism 24. The clutch mechanism 24 includes a first engagement member 25, a second engagement member 26, and a third engagement member 27. The first engagement member 25 is connected to rotate integrally with the sun gear S2. The second engagement member 26 is connected to rotate integrally with the carrier C2. The third engagement member 27 is fixed to the case 2 so as not to rotate. Each engaging member 25-27 is formed so that the outer diameter may become the same. In addition, splines extending in the left-right direction in this figure are formed on the outer peripheral surfaces of the engaging members 25 to 27, respectively. The sleeve 28 is spline-engaged with the outer peripheral surface of the first engagement member 25. The sleeve 28 is in a neutral position where only the first engagement member 25 is engaged as shown in FIG. 1, and the low speed is engaged with each of the first engagement member 25 and the second engagement member 26 as shown in FIG. As shown in FIG. 3, the first engagement member 25 and the third engagement member 27 are provided so as to be movable at high speed positions. Thus, the clutch mechanism 24 is configured as a dog clutch. The clutch mechanism 24 is provided with an actuator 29 for switching the sleeve 28 to a low speed position, a high speed position, and a neutral position.

  A one-way clutch 30 is interposed between the sun gear S2 and the carrier C2. The one-way clutch 30 is provided to prevent the rotational speed input from the power split mechanism 15 to the second planetary gear mechanism 23 from becoming higher than the rotational speed output from the second planetary gear mechanism 23. . The one-way clutch 30 is configured such that the sun gear S2 and the carrier C2 rotate together when the rotational speed difference between the sun gear S2 and the carrier C2 exceeds a predetermined upper limit value. This prevents the rotation speed of the pinion gear P2 from exceeding the predetermined upper limit rotation speed.

  An outer tooth is formed on the outer peripheral surface of the ring gear R2, and the drive gear 31 is provided on the rotor shaft 13a of the second MG 13 so as to rotate integrally therewith. The drive gear 31 meshes with the teeth on the outer peripheral surface of the ring gear R2. Therefore, the ring gear R2 and the output shaft 20 can be rotationally driven by the second MG 13.

  4 and 5 show collinear diagrams of the driving apparatus 10A. FIG. 4 shows a nomographic chart when the vehicle 11 is moved forward by the engine 11. FIG. 5 shows an alignment chart when the vehicle 11 is moved backward by the engine 11. In these drawings, “ENG” indicates the engine 11, “MG1” indicates the first MG12, “MG2” indicates the second MG13, and “OUT” indicates the output shaft 20. “S1”, “C1”, and “R1” indicate the sun gear S1, the carrier C1, and the ring gear R1 of the first planetary gear mechanism 17, respectively. “S2”, “C2”, and “R2” indicate the sun gear S2, the carrier C2, and the ring gear R2 of the second planetary gear mechanism 23, respectively. In these drawings, the relationship between the rotating elements of the second planetary gear mechanism 23 when the sleeve 28 is at the low speed position is indicated by broken lines. On the other hand, the relationship between the rotating elements of the second planetary gear mechanism 23 when the sleeve 28 is at the high speed position is indicated by a solid line.

  As shown in these drawings, the rotational speed of the engine 11 is transmitted to the carrier C2 of the second planetary gear mechanism 23. Therefore, the rotational speed of the ring gear R2 can be made larger than the rotational speed of the carrier C2 by moving the sleeve 28 to the high speed position and locking the sun gear S2 so as not to rotate as indicated by the solid lines SL1 and SL2. On the other hand, when the sleeve 28 is moved to the low speed position and the sun gear S2 is connected to the carrier C2 as indicated by the broken lines BL1 and BL2, the sun gear S2, the carrier C2, and the ring gear R2 rotate together. Therefore, the rotation speed of the ring gear R2 is the same as the rotation speed of the carrier C2. When the sleeve 28 is switched to the neutral position, the sun gear S2 rotates idly. Therefore, power transmission between the carrier C2 and the ring gear R2 is interrupted. Therefore, the case where the sleeve 28 is in the low speed position corresponds to the low speed state of the present invention, and the case where the sleeve 28 is in the high speed position corresponds to the high speed state of the present invention. The case where the sleeve 28 is in the neutral position corresponds to the neutral state of the present invention. As shown in these drawings, the gear ratio between the ring gear R1 and the output shaft 20 when the sleeve 28 is at the high speed position is smaller than the gear ratio when the sleeve 28 is at the low speed position. Therefore, the transmission ratio of the transmission mechanism 19 when the sleeve 28 is at the high speed position corresponds to the high speed side transmission ratio of the present invention, and the transmission ratio of the transmission mechanism 19 when the sleeve 28 is at the low speed position is the low speed side of the present invention. Corresponds to the gear ratio.

  The operation of the clutch mechanism 24 is controlled by the control device 40. The control device 40 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation, and controls the operation of the driving device 10A according to the state of the vehicle 1 and the like. Various sensors for detecting the state of the vehicle 1 are connected to the control device 40. For example, an SOC sensor 41 that outputs a signal corresponding to the remaining amount of the battery 14 and an accelerator opening sensor 42 that outputs a signal corresponding to the accelerator opening are connected. In addition to this, various sensors are connected to the control device 40, but they are not shown. The vehicle 1 is provided with a shift lever 4 as an operation means operated by a driver. The shift lever 4 is a known one that can be switched to a plurality of ranges including a forward travel range for moving the vehicle 1 forward, a reverse travel range for moving the vehicle 1 backward, and a neutral range. The shift lever 4 is also connected to the control device 40.

  FIG. 6 shows a start shift control routine executed by the control device 40 to control the clutch mechanism 24. This control routine is repeatedly executed at a predetermined cycle when the vehicle 1 is stopped. By executing this control routine, the control device 40 functions as the control means of the present invention.

  In this control routine, the control device 40 first acquires the state of the vehicle 1 in step S11. As the state of the vehicle 1, for example, the remaining amount of the battery 14, the accelerator opening degree, and the like are acquired. In next step S <b> 12, control device 40 determines whether or not EV traveling that causes vehicle 1 to travel only with the power of second MG 13 is possible. Whether or not EV traveling is possible is determined based on, for example, the remaining amount of the battery 14 and whether or not the engine 11 can be intermittently operated. When the remaining amount of the battery 14 is equal to or less than a predetermined determination remaining amount, or when the intermittent operation of the engine 11 is impossible, it is determined that EV traveling is impossible.

  If it is determined that EV traveling is possible, the process proceeds to step S13, and the control device 40 controls the actuator 29 to switch the sleeve 28 to the neutral position. As a result, the power transmission between the carrier C2 and the ring gear R2 of the second planetary gear mechanism 23 is cut off, so that the power transmission between the engine 11 and the drive wheels 3 is cut off. In next step S <b> 14, the control device 40 determines whether or not the required driving force required for the vehicle 1 is less than a predetermined determination driving force set in advance. The required driving force may be calculated based on, for example, the accelerator opening. The determination driving force is a value set as a reference for determining whether or not the power of the engine 11 is necessary for running the vehicle 1. Since the sleeve 28 is in the neutral position when this process is executed, it is necessary to move the sleeve 28 to the low speed position or the high speed position before starting the engine 11. Therefore, a value smaller than the upper limit driving force capable of EV traveling is set as the determination driving force. If it is determined that the required driving force is less than the determination driving force, the current control routine is terminated.

  On the other hand, if it is determined that the required driving force is greater than or equal to the determination driving force, or if it is determined in step S12 that EV traveling is not possible, the process proceeds to step S15, and the control device 40 determines whether or not the shift lever 4 has been operated. If it is determined that the shift lever 4 has not been operated, the current control routine is terminated. On the other hand, if it is determined that the shift lever 4 has been operated, the process proceeds to step S16, and the control device 40 determines whether or not the range in which the shift lever 4 has been operated is the forward travel range. In addition, when there are a plurality of ranges for moving the vehicle 1 forward among a plurality of ranges in which the shift lever 4 can be moved, all of them are included in the forward travel range.

  When it is determined that the range in which the shift lever 4 is operated is the forward travel range, the process proceeds to step S17, and the control device 40 determines whether or not switching the sleeve 28 to the high speed position is unnecessary. As described above, when the sleeve 28 is switched to the high speed position, the rotational speed of the output shaft 20 can be increased. Therefore, for example, when the accelerator opening at the time of starting is large and the driving force required for the vehicle 1 is large, it is determined that switching to the high speed position is necessary. If it is determined that switching of the sleeve 28 to the high speed position is unnecessary, the process proceeds to step S18, and the control device 40 controls the actuator 29 to switch the sleeve 28 to the low speed position. Thereafter, the current control routine is terminated.

  On the other hand, if it is determined that the range in which the shift lever 4 is operated is not the forward travel range, the process proceeds to step S19, and the control device 40 determines whether the range in which the shift lever 4 is operated is the reverse travel range. When it is determined that the range in which the shift lever 4 is operated is not the reverse travel range, the current control routine is terminated. On the other hand, when it is determined that the range in which the shift lever 4 is operated is the reverse travel range, or when it is determined in step S17 that the sleeve 28 needs to be switched to the high speed position, the process proceeds to step S20, and the control device 40 controls the actuator 29. Control to switch sleeve 28 to the high speed position. Thereafter, the current control routine is terminated.

  As described above, in the driving device 10A according to the first embodiment, when the vehicle 1 is driven backward by the engine 11, the sleeve 28 is switched to the high speed position. Therefore, it is possible to suppress a decrease in the driving force transmitted from the engine 11 to the driving wheels 3 when the vehicle 1 is moving backward. Therefore, the reverse running performance of the vehicle 1 can be improved.

  In the present invention, when it is determined that EV traveling is impossible, the sleeve 28 is switched to the low speed position or the high speed position immediately after the shift lever 4 is operated. When the timing for starting the engine 11 is set after switching the state of the clutch mechanism 24, the engine 11 can be started quickly by switching the position of the sleeve 28 at such timing. Therefore, the response of starting the engine 11 can be improved. On the other hand, when it is determined that EV traveling is possible, the sleeve 28 is switched to the neutral position, and the engine 11 and the first MG 12 are disconnected from the drive wheels 3. As a result, wasteful consumption of the power of the second MG 13 can be suppressed, so that the power consumed by the second MG 13 can be reduced. Therefore, energy efficiency can be improved.

(Second form)
Next, a driving device 10B according to a second embodiment of the present invention will be described with reference to FIGS. In this embodiment, parts common to the first embodiment are denoted by the same reference numerals and description thereof is omitted. In this embodiment, the second planetary gear mechanism 23 is a double pinion type planetary gear mechanism. Therefore, the carrier C2 rotates and revolves the pinion gears P21 and P22 while the pinion gear P21 meshing with the sun gear S2 and the pinion gear P22 meshing with the ring gear R2 are meshed with each other between the sun gear S2 and the ring gear S2. Supports freely.

  Also in this embodiment, the engine 11 is connected to the carrier C1 of the first planetary gear mechanism 17, and the first MG 12 is connected to the sun gear S1 of the first planetary gear mechanism 17. On the other hand, in this embodiment, as shown in FIG. 7, the ring gear R1 of the first planetary gear mechanism 17 is connected to the ring gear R2 of the second planetary gear mechanism 23 so as to rotate integrally. Further, the carrier C <b> 2 of the second planetary gear mechanism 23 is coupled to rotate integrally with the output shaft 20.

  The clutch mechanism 24 switches the connection destination of the sun gear S2 of the second planetary gear mechanism 23 as in the first embodiment. However, in this embodiment, the second engagement member 26 of the clutch mechanism 24 is fixed so as to rotate integrally with the output shaft 20. Also in this embodiment, the sleeve 28 is in a neutral position where only the first engagement member 25 is engaged as shown in FIG. 7, and each of the first engagement member 25 and the second engagement member 26 is shown in FIG. It is movably provided at a low speed position for engagement and a high speed position for engagement with each of the first engagement member 25 and the third engagement member 27 as shown in FIG. The one-way clutch 30 is interposed between the sun gear S2 and the output shaft 20. Also in this form, the one-way clutch 30 functions similarly to the first form.

  In this embodiment, the second MG 13 is provided so that power can be output to the output shaft 19 via the second speed change mechanism 50. The first MG 12 is provided with a first position sensor 51 that outputs a signal corresponding to the rotational position of the rotor shaft 12a. Similarly, the first MG 13 is provided with a second position sensor 52 that outputs a signal corresponding to the rotational position of the rotor shaft 13a. The first position sensor 51 and the second position sensor 52 are connected to the control device 40.

  10 and 11 show collinear diagrams of the driving device 10B. FIG. 10 shows an alignment chart when the vehicle 1 is moved forward by the engine 11, and FIG. 11 shows an alignment chart when the vehicle 1 is moved backward by the engine 11. In these drawings, the same reference numerals are given to the portions common to FIG. 4 or FIG. As shown in these drawings, in this embodiment, the carrier C2 and the ring gear R2 of the second planetary gear mechanism 23 are switched with respect to the first embodiment. Other than that is the same as the first embodiment. In these drawings, the relationship between the rotating elements of the second planetary gear mechanism 23 when the sleeve 28 is in the low speed position is indicated by a broken line, and the rotating elements of the second planetary gear mechanism 23 when the sleeve 28 is in the high speed position. The relationship is shown by a solid line.

  In this embodiment, as shown by solid lines SL3 and SL4, the rotational speed of the carrier C2 can be made larger than the rotational speed of the ring gear R2 by moving the sleeve 28 to the high speed position. Therefore, the rotation speed of the output shaft 20 can be made larger than the rotation speed of the carrier C2. On the other hand, when the sleeve 28 is moved to the low speed position as indicated by the broken lines BL3 and BL4, the sun gear S2, the carrier C2, and the ring gear R2 rotate together, so that the rotation speed of the ring gear R2 and the rotation speed of the carrier C2 And become the same.

  Also in this embodiment, the control device 40 controls the operation of the clutch mechanism 24 by executing the start-time shift control routine shown in FIG.

  According to the drive device 10B according to the second embodiment, the control routine of FIG. 6 is executed as in the first embodiment. Therefore, when the vehicle 1 is driven backward by the engine 11, the sleeve 28 is switched to the high speed position. As a result, it is possible to suppress a reduction in the driving force transmitted from the engine 11 to the drive wheels 3 when the vehicle 1 is moving backward, so that the backward running performance of the vehicle 1 can be improved. In addition, for the same reason as in the first embodiment, it is possible to improve the start-up response of the engine 11. Furthermore, since the power of the second MG 13 can be suppressed from being wasted, the power consumed by the second MG 13 can be reduced.

(Third form)
A driving apparatus 10C according to a third embodiment of the present invention will be described with reference to FIG. In addition, in this form, the same code | symbol is attached | subjected about the part which is common in a 1st form, and description is abbreviate | omitted. This embodiment differs from the above-described embodiment in that a transmission 60 is provided as the transmission mechanism 19. The transmission 60 includes, for example, a plurality of transmission gear pairs having different transmission ratios and selectively establishes rotation transmission by any one of the plurality of transmission gear pairs. A known multi-stage automatic transmission is provided that changes the gear ratio between the input shaft and the output shaft. As is well known, in such a multi-stage transmission, it is possible to switch to a neutral state in which rotation transmission between the input shaft and the output shaft is interrupted. In such a multi-stage transmission, the transmission gear pair having the largest transmission ratio is selected for the first speed, and the transmission gear pair having the next largest transmission ratio is selected for the second speed. Is done. In the case of the highest gear position, the transmission gear pair having the smallest gear ratio is selected.

  As shown in this figure, the transmission 60 includes an input shaft 61 and an output shaft 62. A first gear 63 is provided on the input shaft 61 so as to rotate integrally. The first gear 63 is connected to the ring gear R1 of the first planetary gear mechanism 17 via the intermediate member 18 so as to rotate integrally. The output shaft 62 of the transmission 60 is connected to rotate integrally with the output shaft 20. A second gear 64 is provided on the output shaft 62 so as to rotate integrally. The drive gear 31 is engaged with the second gear 64.

  The operation of the transmission 60 is controlled by the control device 40. The control device 40 changes the gear ratio of the transmission 60 based on the traveling state of the vehicle 1, for example, the vehicle speed and the accelerator opening. FIG. 13 shows a start shift control routine executed by the control device 40 in this embodiment. In this control routine, the same processes as those in the control routine of FIG. Compared with the control routine of FIG. 6, this control routine is different in that steps S31, S32, S33, and S34 are provided instead of steps S13, S17, S18, and S20.

  In this control routine, the process proceeds to step S12 as in the control routine of FIG. When it determines with EV driving | running | working being possible at step S12, it progresses to step S31 and the control apparatus 40 switches the transmission 60 to a neutral state. Thereafter, the process proceeds to step S14. Thereafter, the processing proceeds in the same manner as in the control routine of FIG.

  If it is determined in step S12 that EV travel is impossible, the process proceeds to step S15, and the process proceeds to step S16 in the same manner as the control routine of FIG. If it is determined in step S16 that the range in which the shift lever 4 has been operated is the forward travel range, the process proceeds to step S32, and whether or not the control device 40 needs to switch the gear position of the transmission 60 to a gear position of 2 or more. To determine. In this process, similarly to step S17 described above, for example, when the accelerator opening at the time of starting is large and the driving force required for the vehicle 1 is large, it may be determined that it is necessary to switch to the second gear or higher. If it is determined that it is not necessary to switch to the second speed or higher, the control device 40 proceeds to step S33 and switches the gear position of the transmission 60 to the first speed. Thereafter, the current control routine is terminated. Therefore, the first gear ratio corresponds to the lower gear ratio of the present invention.

  On the other hand, if it is determined that it is necessary to switch the gear position of the transmission 60 to a gear position of 2 or more, or if step S16 is negatively determined and step S19 is positively determined, the process proceeds to step S34, and the control device 40 switches the gear stage of the transmission 60 to a gear stage of 2 or more. In addition, what is necessary is just to set the gear stage which should be switched according to the accelerator opening at the time of start, for example. For example, the gear position having a smaller gear ratio may be set as the accelerator opening at the time of start is larger. Thereafter, the current control routine is terminated. For this reason, the gear ratio of the second gear or higher gear corresponds to the high speed side gear ratio of the present invention.

  In the driving device 10 </ b> C according to the third embodiment, when the vehicle 1 is driven backward by the engine 11, the gear stage of the transmission 60 is switched to a gear stage of 2nd speed or higher. Therefore, it is possible to suppress a decrease in the driving force transmitted from the engine 11 to the driving wheels 3 when the vehicle 1 is moving backward, as in the first and second embodiments described above. Therefore, the reverse running performance of the vehicle 1 can be improved. Also in this embodiment, the start-up response of the engine 11 can be improved. Furthermore, since the power of the second MG 13 can be suppressed from being wasted, the power consumed by the second MG 13 can be reduced.

  The transmission 60 according to the third embodiment is not limited to a multistage automatic transmission. For example, a well-known belt-type or toroidal-type continuously variable transmission may be provided as the transmission 60. In addition, various transmissions that can change the speed ratio between the input shaft 61 and the output shaft 62 may be provided.

  This invention is not limited to each form mentioned above, It can implement with a various form. For example, the one-way clutch provided in the first form and the second form may not be provided.

1 vehicle 3 drive wheel 4 shift lever (operation means)
10A, 10B, 10C Driving device 11 Internal combustion engine 12 First motor / generator 13 Second motor / generator 15 Power split mechanism 16 Output unit 17 First planetary gear mechanism (differential mechanism)
20 Output shaft (output member)
23 Second planetary gear mechanism 24 Clutch mechanism (state switching means)
40 Control device (control means)
S1 Sun gear (second rotating element)
R1 ring gear (third rotating element)
C1 carrier (first rotating element)
S2 Sun Gear R2 Ring Gear C2 Carrier

Claims (5)

The engine includes an internal combustion engine, a first motor / generator, an output unit for transmitting power to the drive wheels, a first rotating element, a second rotating element, and a third rotating element that are differentially rotatable with respect to each other. A power split mechanism including a differential mechanism in which the internal combustion engine is connected to one rotation element, the first motor / generator is connected to the second rotation element, and the output section is connected to the third rotation element; and the output section A second motor / generator capable of outputting power to
In the hybrid vehicle drive device capable of changing the rotation direction of the third rotation element by adjusting the rotation speed of the first motor / generator,
The output unit includes an output member connected to each of the drive wheels and the second motor / generator so as to be able to transmit power, a speed change mechanism that shifts the rotation of the third rotating element and transmits the speed to the output member, With
The speed change mechanism can switch a speed change ratio between the third rotating element and the output member between at least a predetermined low speed side speed change ratio and a high speed side speed change ratio smaller than the low speed side speed change ratio , and the vehicle At the time of reverse travel, the absolute value of the rotational speed of the output member is greater in the case of the high speed side gear ratio than in the case of the low speed side gear ratio when the rotational speed of the third rotating element is the same. ,
Control means for controlling the speed ratio of the speed change mechanism to the high speed side gear ratio so that the reverse speed is started at the high speed side speed ratio when the vehicle is driven backward by the power of the internal combustion engine. Drive device. The vehicle is provided with operation means that allows the driver to switch to a plurality of ranges including a reverse travel range,
Wherein when the vehicle when it stops the vehicle determines it impossible to travel by the power of the second motor-generator, and that the operating means is switched to said reverse drive range, the high-speed The drive device according to claim 1, wherein the speed ratio of the speed change mechanism is controlled to the high speed side speed ratio so that reverse movement is started at the side speed ratio. The speed change mechanism is configured to be switchable to a neutral state in which power transmission between the third rotating element and the output member is interrupted.
The drive unit according to claim 1, wherein the control unit switches the transmission mechanism to the neutral state when the vehicle is driven by the power of the second motor / generator. The speed change mechanism includes a sun gear, a ring gear, and a carrier that are differentially rotatable with each other, and the rotation of the third rotating element is transmitted to the carrier, and the ring gear is connected to rotate integrally with the output member. The single-pinion type planetary gear mechanism, the state of the planetary gear mechanism, the low-speed state corresponding to the low- speed side gear ratio at which the sun gear rotates integrally with the carrier, and the high-speed at which the sun gear is locked so as not to rotate. A state switching means capable of switching to a high speed state corresponding to a side gear ratio , and a neutral state in which the sun gear idles,
3. The control unit according to claim 1, wherein the control unit controls the state switching unit so that when the vehicle is driven backward by the power of the internal combustion engine, the planetary gear mechanism is started to move backward in the high speed state. 4. The drive device described. The speed change mechanism includes a sun gear, a ring gear, and a carrier that can rotate differentially with each other, and the rotation of the third rotating element is transmitted to the ring gear, and the carrier is connected to rotate integrally with the output member. A double pinion type planetary gear mechanism, a state of the planetary gear mechanism, a low speed state corresponding to the low speed side gear ratio in which the sun gear rotates integrally with the carrier, and the high speed at which the sun gear is locked so as not to rotate. A state switching means capable of switching to a high speed state corresponding to a side gear ratio , and a neutral state in which the sun gear idles,
3. The control unit according to claim 1, wherein the control unit controls the state switching unit so that when the vehicle is driven backward by the power of the internal combustion engine, the planetary gear mechanism is started to move backward in the high speed state. 4. The drive device described.

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