WO2019234811A1

WO2019234811A1 - Vehicle drive device

Info

Publication number: WO2019234811A1
Application number: PCT/JP2018/021492
Authority: WO
Inventors: 忠彦加藤
Original assignee: 株式会社ユニバンス
Priority date: 2018-06-05
Filing date: 2018-06-05
Publication date: 2019-12-12
Also published as: JP7101770B2; JPWO2019234811A1

Abstract

Provided is a vehicle drive device that makes it possible to maintain quietness at the time of acceleration while obtaining a strong propulsive force. The vehicle drive device (10) is provided with: an input member (14) connected to an engine (11); a first clutch (16) for connecting and disconnecting power from the input member (14); an output member (27) connected to wheels (29); a differential device (20) comprising a rotating element (22) connected to the input member (14), a rotating element (21) connected to a first rotating electric machine (11), and a rotating element (23) connected to the output member (27) and to a second rotating electric machine (12); a second clutch (30) that connects any two of the rotating elements; and a switching device (60) for switching the state of the second clutch (30). The second clutch (30) allows two of the rotating elements to rotate relative to each other when the orientation of the direction of relative rotation thereof is a second direction. The second clutch (30) connects two of the rotating elements when the orientation of the direction of relative rotation thereof is a first direction.

Description

Vehicle drive device

The present invention relates to a vehicle drive device used in a hybrid vehicle using both an engine and a rotating electrical machine.

As a vehicle drive device used in a vehicle that uses both an engine and a rotating electrical machine, Patent Document 1 discloses an input member connected to an engine, an output member connected to a wheel, a rotating element connected to the input member, What comprises a rotating element connected to a first rotating electrical machine and a differential having a rotating element connected to an output member and a second rotating electrical machine is disclosed. The vehicle drive device can transmit the torque of the first rotating electric machine and the second rotating electric machine to the output member in a state where the engine is stopped, and can drive the vehicle.

JP 2013-18356 A

However, since the rotating electrical machine has a higher driving force as the rotational speed is lower, in the above-described conventional technology, the propulsive force is rapidly reduced when the speed of the vehicle is increased and the rotational speed of the rotating electrical machine is increased. When the engine is driven to compensate for the decrease in the propulsive force, the driving force of the first rotating electrical machine connected to the engine via the differential device is not transmitted, so the propulsive force is not so great. If the engine speed is increased and the output is increased during acceleration to compensate for the decrease in the driving force of the first rotating electrical machine, the propulsive force of driving the two rotating electrical machines can be obtained, but the noise (engine sound) is intense. The quietness of the vehicle is lost.

The present invention has been made to solve this problem, and an object of the present invention is to provide a vehicle drive device that can obtain a strong driving force while ensuring quietness during acceleration.

In order to achieve this object, a vehicle drive device according to the present invention includes an input member connected to an engine, a first clutch for connecting / disconnecting power of the input member, an output member connected to a wheel, and an input member. Rotating element, rotating element connected to first rotating electrical machine, differential member having rotating element connected to output member and second rotating electrical machine, and second clutch coupling any two rotating elements And a switching device that switches between a state in which the second clutch is disengaged and a state in which the second clutch is engaged. When the second clutch is connected by the switching device, the second clutch allows relative rotation when the relative rotation direction of the two rotation elements is in the second direction, and the relative rotation direction of the two rotation elements is the first. The connection is made in the first direction opposite to the two directions.

According to the vehicle drive device of the first aspect, the switching device switches between a state in which the second clutch connecting any two of the rotating elements of the differential gear is disconnected and a state in which the second clutch is connected. When the second clutch is connected by the switching device, the second clutch allows relative rotation when the relative rotation direction of the two rotation elements is in the second direction, and the relative rotation direction of the two rotation elements is the first. Connect in one direction. This eliminates the need for control to match the rotational speeds of the two rotating elements in order to connect the second clutch. When the second clutch is connected, the rotating element rotates integrally, so that the rotational speeds of the output member, the first rotating electrical machine, and the second rotating electrical machine are determined according to the rotational speed of the engine. Therefore, a strong driving force can be obtained during acceleration. Moreover, since the rotation speed of the engine is limited by the first rotating electric machine and the second rotating electric machine, noise can be prevented from becoming intense during acceleration, and quietness can be ensured.

According to the vehicle drive device of the second aspect, one of the two rotating elements connected to the second clutch is a drive side driven by the engine, the other is a driven side, and the second clutch is a drive side When the rotation speed of the rotation element becomes higher than the rotation speed of the driven rotation element, the rotation elements are connected. As a result, when the engine speed is increased, the second clutch is connected without impact, and a strong driving force is obtained. Therefore, in addition to the effect of the first aspect, it is possible to improve the response to the steering input while suppressing the impact when the second clutch is engaged.

According to the vehicle drive device of the third aspect, the second clutch includes a first member having a first surface that intersects the axis of the differential, and a second surface that faces the first surface in the direction of the axis. And a second member. The first member has a plurality of first holes formed on a circumference centered on the axis of the first surface, the first engagement element is swingably disposed in each of the first holes, and the second member is A plurality of second holes are formed on a circumference centered on the axis of the second surface. The first engagement element is disposed in the first hole formed in the first surface of the first member, and the edge and the first hole of the second hole formed in the second surface of the second member facing the first surface Since the first clutch engages with the edge of the second clutch and the second clutch is connected, the axial length of the second clutch can be shortened. Therefore, in addition to the effect of Claim 1 or 2, the increase in the length of the vehicle drive device in the axial direction due to the arrangement of the second clutch can be suppressed.

It is a skeleton figure of the drive device for vehicles in a 1st embodiment. It is sectional drawing of a 2nd clutch. FIG. 3 is a cross-sectional view of a second clutch taken along line III-III in FIG. 2. FIG. 4 is a cross-sectional view of the second clutch taken along line IV-IV in FIG. 2. (A) is a schematic diagram of the 2nd clutch in a sliding state, (b) is a schematic diagram of the connected 2nd clutch. It is a block diagram which shows the electric constitution of the drive device for vehicles. (A) is a schematic diagram of the first map, and (b) is a schematic diagram of the second map. (A) is an alignment chart of EV mode, (b) is an alignment chart of power EV mode, (c) is an alignment chart of HV mode, and (d) is an alignment chart of power HV mode. FIG. It is a flowchart of a power mode process. (A) is a skeleton figure of the vehicle drive device in 2nd Embodiment, (b) is a skeleton figure of the vehicle drive device in 3rd Embodiment.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, the configuration of the vehicle drive device 10 will be described with reference to FIG. FIG. 1 is a skeleton diagram of a vehicle drive device 10 according to the first embodiment.

As shown in FIG. 1, the vehicle drive device 10 includes a differential device connected to an input member 14 connected to an engine (ICE) 13, a first rotating electrical machine (MG1) 11, and a second rotating electrical machine (MG2) 12. 20, an output member 27 connected to the wheel 29, a second clutch 30, and a switching device 60. The rotating electrical machine is a concept that includes both a motor, a generator, and a generator motor that functions as both a motor and a generator as necessary.

Engine 13 is a gasoline engine or diesel engine. The input member 14 is composed of a shaft member, for example. The input member 14 is connected to a crankshaft or the like that is an output shaft of the engine 13. The output shaft of the engine 13 and the input member 14 may be directly connected or may be connected via other members such as a damper.

A first clutch 16 is disposed between the input member 14 and the case 15 of the vehicle drive device 10. In the present embodiment, the first clutch 16 is a one-way clutch, which allows the input member 14 to rotate forward and restricts the reverse rotation of the input member 14. The forward rotation of the input member 14 is the same rotation direction as the rotation direction of the output shaft (crankshaft or the like) of the engine 13.

The differential device 20 is a single pinion type planetary gear device in the present embodiment. The differential device 20 has three rotating elements of a sun gear 21, a carrier 22 and a ring gear 23. The sun gear 21 is connected to a first rotor shaft 17 that is an output shaft of the first rotating electrical machine 11. The carrier 22 is connected to the input member 14. The ring gear 23 meshes with the counter gear 24.

The counter gear 24 meshes with the drive gear 25 connected to the second rotor shaft 18 that is the output shaft of the second rotating electrical machine 12. The chain 26 is stretched between the counter gear 24 and the output member 27. The output member 27 transmits driving force to the wheels 29 via the output differential device 28. In the present embodiment, the output member 27 is constituted by a member that rotates integrally with the case of the output differential device 28. The output member 27 connected to the wheel 29 via the output differential device 28 is connected to the ring gear 23 via the counter gear 24 and the chain 26.

The second clutch 30 is a device that connects any two of the rotating elements of the differential device 20. In the present embodiment, the second clutch 30 is a kind of meshing clutch having a function of transmitting / blocking power between the carrier 22 and the ring gear 23. The switching device 60 is a device that switches between a state in which the second clutch 30 is disengaged and a state in which the second clutch 30 is connected.

2 is a cross-sectional view including the axis O of the second clutch 30, FIG. 3 is a cross-sectional view of the second clutch 30 taken along line III-III in FIG. 2, and FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. 2 is a cross-sectional view of a two-clutch 30. FIG. In order to facilitate understanding, the carrier 22 and the ring gear 23 to which the second clutch 30 is coupled are not shown in FIGS.

2, the second clutch 30 includes a first member 31 and a second member 50 that rotate about the axis O. In the present embodiment, the first member 31 and the second member 50 are disposed on the same axis O as the first rotor shaft 17 and the differential device 20, and are rotatably fixed to the first rotor shaft 17. In the present embodiment, the first member 31 is connected to the carrier 22 (see FIG. 1), and the second member 50 is connected to the ring gear 23.

The first member 31 is a member formed in an annular shape centered on the axis O, and has a first hole in a flat first surface 32 that intersects the axis O (in the present embodiment, orthogonal to the axis O). 33 and a plurality of third holes 35 (see FIG. 4) are formed. The first surface 32 faces the flat second surface 51 of the second member 50 in the axis O direction. In the first hole 33 and the third hole 35, a third surface 37 facing the second member 50 is formed.

The first engagement element 40 is disposed on the third surface 37 of the first hole 33, and the second engagement element 43 is disposed on the third surface 37 of the third hole 35 (see FIG. 4). Between the bottom surface 38 of the first hole 33 and the first engagement element 40, which are located farther from the second member 50 than the third surface 37, and between the bottom surface 38 of the third hole 35 and the second engagement element 43. The compression springs 46 are respectively arranged. The compression spring 46 biases the first engagement element 40 and the second engagement element 43 toward the second member 50 side. A retainer 47 that interferes with the first engaging element 40 and the second engaging element 43 is disposed on the first surface 32 of the first member 31.

The second member 50 is a member formed in an annular shape centering on the axis O, and has a second hole in the flat second surface 51 that intersects the axis O (perpendicular to the axis O in the present embodiment). A plurality of 52 are formed. The second hole 52 is a portion where the first engagement element 40 and the second engagement element 43 (see FIG. 4) disposed in the first member 31 are engaged.

As shown in FIG. 3, a plurality of second holes 52 are formed in the second member 50 at intervals in the circumferential direction. The second holes 52 have the same size and are substantially rectangular when viewed from the axial direction. The

edges

53 and 54 facing the circumferential direction of the second hole 52 are located on a circumference centered on the axis O. In the second member 50, a ring groove 55 that connects the second hole 52 in the circumferential direction is formed in the second surface 51. The second member 50 has a plurality of pin holes 56 communicating with the bottom of the ring groove 55.

Referring back to FIG. The pin hole 56 penetrates the second member 50 in the axial direction. The switching device 60 includes a ring 61, a pin 62, a plate member 63, and an actuator 64. The ring 61 is accommodated in the ring groove 55 (see FIG. 4), and the pin 62 is accommodated in the pin hole 56. The pin 62 transmits the axial force of the actuator 64 to the ring 61 through an annular plate member 63 disposed around the axis O. The actuator 64 moves the ring 61 in the axial direction via the plate member 63 and the pin 62.

As shown in FIG. 4, the first member 31 has first holes 33 and third holes 35 alternately arranged in the circumferential direction. The first hole 33 and the third hole 35 are substantially rectangular when viewed from the direction of the axis O. In the present embodiment, the circumferential length of the first hole 33 is longer than the circumferential length of the third hole 35. The edge portion 34 of the first hole 33 and the edge portion 36 of the third hole 35 are located on the circumference centering on the axis O. In the first member 31, a circular groove 39 that connects the first hole 33 and the third hole 35 in the circumferential direction is formed in the first surface 32. The groove 39 is a recess into which the ring 61 arranged in the second member 50 (see FIG. 2) enters.

The first engagement element 40 is disposed in the first hole 33, and the second engagement element 43 is disposed in the third hole 35. The first engagement element 40 includes a rectangular plate-like column 41 and arms 42 that protrude from the end of the column 41 to both sides in the width direction of the column 41. The second engagement element 43 includes a rectangular plate-like support 44 and arms 45 that protrude from the end of the support 44 to both sides in the width direction of the support 44. The first engagement element 40 can slide in the circumferential direction on the third surface 37 of the first hole 33. The first engagement element 40 and the second engagement element 43 are the same parts except that the circumferential direction arranged on the first member 31 is different.

The retainer 47 is a disk-shaped member, and a plurality of first arms 48 and second arms 49 extending radially are arranged alternately in the circumferential direction. The retainer 47 is biased in the first direction (arrow F direction) about the axis O by a restoring force of a compression spring (not shown) disposed on the first member 31. In a state where the retainer 47 is urged in the first direction (arrow F direction), the first arm 48 contacts the circumferential end surface of the column 41 of the first engagement element 40, and the second arm 49 is the second engagement element. A portion of the 43 columns 44 is covered.

FIG. 5A is a schematic diagram of the second clutch 30 in a sliding state, and FIG. 5B is a schematic diagram of the connected second clutch 30. As shown in FIG. 5A, the compression spring 46 disposed between the first engagement element 40 disposed on the third surface 37 of the first hole 33 and the bottom surface 38 of the first hole 33 includes the first An elastic force (restoring force) is applied to a portion of the support column 41 of the engagement element 40 opposite to the portion where the arm 42 (see FIG. 4) is provided. In the present embodiment, the compression spring 46 is a torsion coil spring. The first arm 48 of the retainer 47 (see FIG. 2) is pressed against the end face of the support column 41 on the arm 42 side of the first engagement element 40, and the arm 42 of the first engagement element 40 is the second member 50 of the second member 50. Since it is pressed by the surface 51, the first engagement element 40 can swing around the arm 42.

However, when the ring 61 of the switching device 60 (see FIG. 1) has entered the second hole 52 (when the switching device 60 is off), the first engagement element 40 hits the ring 61 and enters the second hole 52. Cannot engage. On the other hand, when the switching device 60 is operated and the ring 61 is withdrawn from the second hole 52 (when the switching device 60 is on), the second clutch 30 is connected. However, as shown in FIG. 5A, when the first member 31 rotates relative to the second member 50 in the second direction (counter arrow F direction), the first engagement element 40 moves into the second hole 52. Since it cannot engage, the 2nd clutch 30 will be in a slipping state. At this time, the second engaging element 43 cannot enter the second hole 52 because the second arm 49 of the retainer 47 covers a part of the column 44.

On the other hand, when the switching device 60 is operated to retract the ring 61 from the second hole 52 and the second clutch 30 is engaged (when the switching device 60 is on), the second member 50 is When the one member 31 relatively rotates in the first direction (arrow F direction), the first engaging element 40 that has entered the second hole 52 pushes the first arm 48, and the retainer 47 moves in the second direction (counter arrow F direction). Rotate. As a result, as shown in FIG. 5B, the first engagement element 40 pushes away the retainer 47 and engages with the edge 34 of the first hole 33 and the edge 53 of the second hole 52. The connected first member 31 and second member 50 rotate integrally in the first direction (arrow F direction), and the second clutch 30 transmits power.

Further, since the second arm 49 of the retainer 47 pushed away by the first engagement element 40 cannot cover the second engagement element 43, the second engagement element 43 rises to the second member 50 side by the elastic force of the compression spring 46. Since the second hole 52 of the second member 50 is formed at a position where the second engaging element 43 that has risen toward the second member 50 can enter, the second engaging element 43 has the second hole 52 of the second member 50. Enter. As a result, when the first member 31 rotates relative to the second member 50 in the second direction (counter arrow F direction), the second engaging element 43 has the edge 36 of the third hole 35 and the second hole 52. The first member 31 and the second member 50 are integrally engaged with each other in the second direction (counter arrow F direction) to transmit power.

In order to disconnect the second clutch 30, the first engagement element 40 and the second engagement element 43 may be retracted from the second hole 52 of the second member 50. Since the second clutch 30 can be disengaged while the first engaging element 40 is in contact with the second surface 51 of the second member 50, an axial gap (space) for disengaging the second clutch 30 is almost necessary. And not. Therefore, the length of the second clutch 30 in the axial direction can be shortened. As a result, it is possible to suppress an increase in the axial length of the vehicle drive device 10 due to the arrangement of the second clutch 30.

FIG. 6 is a block diagram showing an electrical configuration of the vehicle drive device 10. The vehicle drive device 10 includes a main control unit 70 for controlling each part of the device. The main control unit 70 can transmit information to and from the MG1 (first rotating electrical machine) control unit 81, the MG2 (second rotating electrical machine) control unit 82, and the engine control unit 83 via the input / output port 77. Is connected to the correct state.

The main control unit 70 includes a CPU 71, a ROM 72, and a RAM 75. The ROM 72 is a non-rewritable nonvolatile memory that stores a control program executed by the CPU 71 (for example, the program of the flowchart shown in FIG. 9), the first map 73, the second map 74, and the like. The RAM 75 is a memory for storing various data in a rewritable manner when the control program is executed, and is provided with a mode memory 76 for storing a traveling mode of the vehicle.

The MG1 control unit 81 and the MG2 control unit 82 control the first rotating electrical machine 11 and the second rotating electrical machine 12 to output desired torque and rotation via an inverter (not shown). The engine control unit 83 controls each part of the engine 13 so that the engine 13 outputs desired torque and rotation. The operation of the switching device 60 is performed based on a control command from the main control unit 70.

The battery state detection sensor 84 is a sensor for detecting information such as a charge amount of a battery (not shown). The vehicle speed sensor 85 is a sensor that detects the rotational speed of the output member 27 in order to detect the vehicle speed. The accelerator operation detection sensor 86 is a sensor for detecting the operation amount of the accelerator pedal. The input member rotation sensor 87 is a sensor for detecting the number of rotations of the input member 14. Since the input member 14 rotates integrally with the output shaft of the engine 13 and the carrier 22, the rotational speed of the input member 14 is equal to the rotational speed of the engine 13 and the carrier 22.

The first rotor shaft rotation sensor 88 is a sensor for detecting the rotation speed of the first rotor shaft 17. Since the first rotor shaft 17 rotates integrally with the sun gear 21, the rotation speed of the first rotor shaft 17 is equal to the rotation speed of the sun gear 21. The ring gear rotation sensor 89 is a sensor for detecting the rotation speed of the ring gear 23. Each of the sensors 84 to 89 includes an output device that outputs the detection result to the main control unit 70.

Examples of the other input / output device 90 include a brake operation detection sensor that detects the operation amount of the brake pedal, a water temperature sensor that detects the coolant temperature of the engine 13, and an oil temperature sensor that detects the oil temperature of the engine oil. The

The main control unit 70 stores in the ROM 72 according to the battery state detected by the battery state detection sensor 84, the vehicle speed detected by the vehicle speed sensor 85, the operation amount of the accelerator pedal detected by the accelerator operation detection sensor 86, and the like. In accordance with the first map 73 and the second map 74, the driving mode of the vehicle is selected. The CPU 71 stores the selected travel mode in the mode memory 76 of the RAM 75.

In the present embodiment, the CPU 71 uses the first map 73 when the battery charge is large, and uses the second map 74 when the battery charge is small. In addition to the battery status, vehicle speed, and accelerator pedal operation amount, it is possible to select the driving mode using conditions such as the brake pedal operation amount, the coolant temperature of the engine 13 and the oil temperature of the engine oil. It is.

7A is a schematic diagram of the first map 73, and FIG. 7B is a schematic diagram of the second map 74. As shown in FIGS. 7A and 7B, the main control unit 70 operates in the EV mode, the power EV mode, the HV mode, and the power HV mode according to the state of the battery, the vehicle speed, and the accelerator opening. Control to switch to the mode.

8A is a collinear diagram of the differential device 20 in the EV mode, and FIG. 8B is a collinear diagram of the differential device 20 in the power EV mode, and FIG. Is a collinear diagram of the differential device 20 in the HV mode, and FIG. 8D is a collinear diagram of the differential device 20 in the power HV mode. In the alignment chart, the vertical lines indicate the sun gear 21 (S) and the first rotating electrical machine 11 (MG1), the carrier 22 (C) and the engine 13 (ICE), the ring gear 23 (R), and the second rotating electrical machine 12 (MG2), respectively. Corresponding to The vertical axis represents the rotation speed of each rotary element, + represents positive rotation (the same rotation direction as the rotation direction of the output shaft of the engine 13), and − represents negative rotation.

The EV mode shown in FIG. 8A is a travel mode in which the output member 27 is driven only by the torque of the second rotating electrical machine 12 with the first clutch 16 relatively rotating. The engine 13 is in a combustion stopped state. The switching device 60 is off and the three rotating elements of the differential 20 can rotate freely. In the EV mode, torque is not transmitted via the input member 14 and the sun gear 21, but only the torque of the second rotating electrical machine 12 connected to the ring gear 23 is transmitted to the output member 27 connected to the ring gear 23. .

The power EV mode shown in FIG. 8B is a mode in which the first clutch 16 travels at least with the torque of the first rotating electrical machine 11 in a state where negative rotation is restricted. The engine 13 is in a combustion stopped state, and the switching device 60 is off. In the present embodiment, the output member 27 is driven by the torque of both the first rotating electrical machine 11 and the second rotating electrical machine 12. In the power EV mode, the torque of the second rotating electrical machine 12 connected to the ring gear 23 is transmitted to the output member 27 connected to the ring gear 23. The rotation speed of the carrier 22 is zero, the first clutch 16 restricts negative rotation, and the first rotating electrical machine 11 outputs negative torque while rotating negatively.

The first clutch 16 that restricts negative rotation fixes the input member 14 and the carrier 22 to the case 15. The first clutch 16 functions as a reaction force receiver for the first rotating electrical machine 11, and the torque in the negative direction of the first rotating electrical machine 11 transmitted to the sun gear 21 is coupled to the ring gear 23 by reversing the direction of the torque. It is transmitted to the output member 27. As a result, the output member 27 is driven by the torque of both the first rotating electrical machine 11 and the second rotating electrical machine 12.

In the HV mode shown in FIG. 8C, the rotation of the engine 13 is controlled steplessly to the output member 27 by controlling the rotation of the first rotating electrical machine 11 with the first clutch 16 relatively rotating. It is a mode to transmit. The engine 13 is in a combustion state, and the switching device 60 is off. The differential device 20 distributes the torque of the engine 13 (carrier 22) to the sun gear 21 and the ring gear 23. The first rotating electrical machine 11 functions as a reaction force receiver for the torque of the engine 13, and the torque of the engine 13 is distributed to the ring gear 23 on the output member 27 side. The first rotating electrical machine 11 generates power by outputting a torque in the negative direction while rotating forward. The second rotating electrical machine 12 powers and outputs a positive torque to assist the engine 13 torque transmitted to the output member 27.

Here, since the first rotating electrical machine 11 and the second rotating electrical machine 12 have a higher driving force as the rotational speed is lower, the speed of the vehicle is increased in the power EV mode, and the rotational speeds of the first rotating electrical machine 11 and the second rotating electrical machine 12 are increased. As the value increases, the propulsive force decreases rapidly. In the HV mode, the torque of the engine 13 is transmitted to the output member 27. However, since the driving force of the first rotating electrical machine 11 connected to the engine 13 via the differential device 20 is reduced, the overall driving force is not so much. Does not grow. In the HV mode, if the rotational speed of the engine 13 is increased during acceleration in order to compensate for a decrease in the driving force of the first rotating electrical machine 11, a propulsive force equivalent to the power EV mode can be obtained, but the noise of the engine 13 becomes intense and the hybrid vehicle Silence as is lost.

On the other hand, the power HV mode shown in FIG. 8D is a travel mode mainly used during acceleration. The engine 13 is in a combustion state, and the first clutch 16 is in a relative rotation state. The switching device 60 is on, and the second clutch 30 connects the carrier 22 and the ring gear 23. As a result, the sun gear 21, the carrier 22, and the ring gear 23 rotate together while the carrier 22 rotates together with the input member 14. The differential device 20 outputs the rotation of the engine 13 to the ring gear 23 as it is.

That is, in the power HV mode, the rotational speeds of the output member 27, the first rotating electrical machine 11 and the second rotating electrical machine 12 are determined according to the rotational speed of the engine 13. The first rotating electrical machine 11 and the second rotating electrical machine 12 perform powering when the torque transmitted from the engine 13 to the output member 27 is insufficient, etc., and output torque in the positive direction to assist the torque of the engine 13. Therefore, a strong driving force can be obtained during acceleration. Further, since the rotation speed of the engine 13 is limited by the first rotating electric machine 11 and the second rotating electric machine 12, noise of the engine 13 can be prevented from becoming intense during acceleration, and the quietness of the vehicle can be ensured.

When the first member 31 rotates relative to the second member 50 in the second direction (counter arrow F direction), the second clutch 30 causes the first member 31 and the second member 50 to be moved by the second engagement element 43. Rotates integrally in the second direction (counter arrow F direction) to transmit power. Thus, even when the ring gear 23 is on the driving side and the carrier 22 is on the driven side, the sun gear 21, the carrier 22, and the ring gear 23 rotate together. Therefore, the first rotating electrical machine 11 can generate power as necessary.

Referring to FIG. 9, the power mode process for changing the EV mode, the power EV mode, and the HV mode to the power HV mode will be described. FIG. 9 is a flowchart of power mode processing. This process is a process repeatedly executed by the CPU 71 (for example, at intervals of 0.2 seconds) while the power source of the vehicle drive device 10 is turned on.

The CPU 71 uses the first map 73 and the second map 74 to determine whether or not there is a request for the power HV mode based on the steering input such as the vehicle speed and the amount of operation of the accelerator pedal (S1). When there is a request for the power HV mode (S1: Yes), the CPU 71 refers to the mode memory 76 and acquires the travel mode (S2). On the other hand, when there is no request for the power HV mode (S1), the switching device 60 is turned off (S15), and the second clutch 30 cannot be connected.

When the traveling mode is the EV mode (S3: EV), the second rotating electrical machine 12 is running with the engine 13 stopped in combustion. The CPU 71 starts the engine 13 using the engine control unit 83 (S4), and sets the rotational speed of the engine 13 to the minimum rotational speed (S5). The minimum rotation speed is the minimum rotation speed at which the engine 13 does not stop when the output member 27 is connected to the engine 13. Thereby, when the EV mode is switched to the power HV mode and the output member 27 is connected to the engine 13, the engine 13 can be prevented from stopping.

When the rotational speed of the engine 13 is within an allowable range including the minimum rotational speed (S6: Yes), the CPU 71 uses the detection results of the input member rotational sensor 87 and the ring gear rotational sensor 89, and the rotational speed of the ring gear 23 is determined by the carrier 22 It is determined whether the rotational speed is equal to or higher than (S7). When the rotation speed of the ring gear 23 is equal to or higher than the rotation speed of the carrier 22 (S7: Yes), the CPU 71 turns on the switching device 60 (S9). On the other hand, when the rotation speed of the ring gear 23 is less than the rotation speed of the carrier 22 (S7: No), the CPU 71 uses the detection results of the first rotor shaft rotation sensor 88 and the ring gear rotation sensor 89, and the rotation speed of the ring gear 23 is the sun gear 21. It is determined whether the rotational speed is equal to or greater than (S8). When the rotational speed of the ring gear 23 is equal to or higher than the rotational speed of the sun gear 21 (S8: Yes), the CPU 71 executes the process of S9. When the rotational speed of the ring gear 23 is less than the rotational speed of the sun gear 21 (S8: Yes), S5 Return to processing.

When the switching device 60 is turned on in the process of S9, the second clutch 30 is connected. At this time, in the second clutch 30, the first member 31 rotates relative to the second member 50 in the second direction (counter arrow F direction) (see FIG. 5A). Since the first engaging element 40 cannot be engaged with the second hole 52, the second clutch 30 is in a sliding state. Thereby, when the switching device 60 is turned on, the first engaging element 40 can be prevented from being immediately engaged, so that an impact can be prevented from occurring at the time of connection.

When the rotational speed of the engine 13 is increased (S10), the first member 31 rotates relative to the second member 50 in the first direction (the direction of the arrow F), and the first engagement element 40 pushes the retainer 47 away from the first member. It engages with the edge 34 of the hole 33 and the edge 53 of the second hole 52, respectively (see FIG. 5B). As a result, the second clutch 30 connects the carrier 22 and the ring gear 23 without impact even without controlling the rotation speed of the carrier 22 and the rotation speed of the ring gear 23 to connect the second clutch 30, and the sun gear 21. The carrier 22 and the ring gear 23 rotate together. In the power HV mode, when the first rotating electrical machine 11 is turned on and the first rotating electrical machine 11 is powered (S11), a strong driving force is obtained. Therefore, it is possible to improve the response to the steering input while suppressing the impact when the second clutch 30 is engaged.

When the running mode is the HV mode (S3: HV), the engine 13 is running, so the CPU 71 skips the processes from S4 to S6 and executes the processes from S7 to S11. Thereby, the switching from the HV mode to the power HV mode is completed.

When the travel mode is the power EV mode (S3: power EV), the CPU 71 uses the detection result of the vehicle speed sensor 85 to determine whether the vehicle speed is equal to or higher than the minimum speed (S12). The minimum speed is the lowest vehicle speed at which the engine 13 does not stop when the output member 27 is connected to the engine 13. When the vehicle speed is less than the minimum speed (S12: No), the rotation speed of the second rotating electrical machine 12 is increased to increase the vehicle speed (S15), and this process is terminated. Thereby, when the power EV mode is switched to the power HV mode and the output member 27 is connected to the engine 13, the engine 13 can be prevented from stopping.

When the vehicle speed is equal to or higher than the minimum speed (S12: Yes), the CPU 71 turns on the switching device 60 (S13). Although the second clutch 30 is connected by the process of S13, the first clutch 16 fixes the input member 14 and the carrier 22 to the case 15, so that the second clutch 30 is connected to the second member 50 by the second clutch 50. The one member 31 rotates relatively in the second direction (counter arrow F direction) (see FIG. 5A). Therefore, the second clutch 30 is in a sliding state that allows relative rotation between the second member 50 and the first member 31.

When the CPU 71 starts the engine 13 (S14) and increases the rotational speed of the engine 13 (S10), the first member 31 rotates relative to the second member 50 in the first direction (arrow F direction), and the second The clutch 30 is connected (see FIG. 5B). The first rotating electrical machine 11 is turned on (S11), and this process ends. As described above, the EV mode, the power EV mode, and the HV mode can be switched from the travel modes to the power EV mode.

The second embodiment and the third embodiment will be described with reference to FIGS. 10 (a) and 10 (b). In the first embodiment, the case has been described in which the second clutch 30 transmits and interrupts power between the carrier 22 and the ring gear 23. On the other hand, in the vehicle drive device 100 according to the second embodiment, the second clutch 30 transmits / cuts power between the sun gear 21 and the ring gear 23, and the vehicle drive device 101 according to the third embodiment The second clutch 30 transmits / cuts power between the sun gear 21 and the carrier 22. In addition, about the part same as the part demonstrated in 1st Embodiment, the same code | symbol is attached | subjected and the following description is abbreviate | omitted.

FIG. 10A is a skeleton diagram of the vehicle drive device 100 in the second embodiment, and FIG. 10B is a skeleton diagram of the vehicle drive device 101 in the third embodiment. In the

vehicle drive devices

100 and 101, since any two of the rotating elements of the differential device 20 are connected by the second clutch 30, the same effects as those of the first embodiment can be realized.

The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed. For example, the number and shape of the first engagement elements 40 and the second engagement elements 43 and the number and shape of the second holes 52 are examples, and can be set as appropriate.

In the embodiment, the case where the second clutch 30 is a two-way clutch including the first engagement element 40 and the second engagement element 43 has been described, but the present invention is not necessarily limited thereto. Of course, it is possible to omit the second engagement element 43 and make the second clutch 30 a one-way clutch.

In the embodiment, the case where a torsion coil spring is used for the second clutch 30 as the compression spring 46 has been described, but the present invention is not necessarily limited thereto. Of course, other compression springs such as a compression coil spring can be used instead of the torsion coil spring.

In the embodiment, the switching device 60 that makes it possible to transmit torque using the actuator 64 has been described, but the switching device 60 is not necessarily limited thereto. The switching device 60 can appropriately set a known mechanism.

The switching device 60 of the embodiment has been described with respect to the case where the swing of the first engagement element 40 and the second engagement element 43 is regulated via the ring 61 and the pin 62, but is not necessarily limited thereto. By omitting the ring 61 and changing the tip shape of the pin 62 and the shapes of the first and second engaging elements, the swinging of the first engaging element and the second engaging element via the pin is restricted. Of course it is possible. In addition, instead of a pin or a ring, a plate-like shutter or the like that prevents the first engagement element or the second engagement element from entering the second hole 52 can be provided as a part of the switching device. It is.

In the embodiment, the case where the actuator 64 of the switching device 60 generates an axial force to connect and disconnect the second clutch 30 has been described, but the present invention is not necessarily limited thereto. The direction of the force of the actuator 64 can be appropriately set according to the mechanism for connecting and disconnecting the second clutch 30.

In the embodiment, the case where the first engagement element 40 and the second engagement element 43 have the same shape has been described, but the present invention is not necessarily limited thereto. Of course, the length, width, and thickness of the first engagement element 40 and the second engagement element 43 can be different from each other.

In the embodiment, the differential device 20 including one set of gear units (three rotating elements) has been described as an example, but the present invention is not necessarily limited thereto. It is naturally possible to configure a differential device having four or more rotating elements by combining a plurality of sets of gear units. Hereinafter, an example of a plurality of sets of gear units will be described as a first gear unit and a second gear unit.

The first gear unit includes a first sun gear, a first pinion that meshes with the first sun gear, a first ring gear that meshes with the first pinion, and a first carrier that rotatably supports the first pinion. The second gear unit includes a second sun gear, a second pinion that meshes with the second sun gear, a second ring gear that meshes with the second pinion, and a second carrier that rotatably supports the second pinion. The first carrier and the second sun gear are connected to constitute one rotating element (hereinafter referred to as “first rotating element”). The first ring gear and the second carrier are connected to constitute another rotating element (hereinafter referred to as “second rotating element”). The engine 13 is connected to the first carrier and the second sun gear (first rotating element). The output member 27 is connected to the first ring gear and the second carrier (second rotating element). The first rotating electrical machine 11 is connected to the second ring gear (third rotating element). The second rotating electrical machine 12 is connected to the first sun gear (fourth rotating element). A differential with two sets of gear units has four rotating elements.

In this case, any two rotating elements other than connecting the second rotating element connected to the output member 27 and the fourth rotating element connected to the second rotating electrical machine 12 are connected to the second clutch 30. Can be made. Furthermore, by providing the switching device 60 that switches between the state in which the second clutch 30 is disengaged and the state in which the second clutch 30 is connected, the same operational effects as those described in the embodiment can be realized.

In the embodiment, the differential gear 20 has been described by exemplifying a planetary gear device, but the present invention is not necessarily limited thereto. It is naturally possible to use a planetary roller device that transmits power using traction instead of the planetary gear device. By using a planetary roller device as the differential device 20, vibration and noise can be further reduced, and backlash can be eliminated.

In the embodiment, the case where a one-way clutch is used as the first clutch 16 has been described, but the present invention is not necessarily limited thereto. A meshing clutch such as a dog clutch or a friction clutch is used for the first clutch 16, and the first clutch 16 allows the input member 14 to rotate forward and restricts the reverse rotation of the input member 14 according to a control signal from the main control unit 70. Of course it is possible to do.

DESCRIPTION OF SYMBOLS 10,100,101 Vehicle drive device 11 1st rotary electric machine 12 2nd rotary electric machine 13 Engine 14 Input member 16 1st clutch 20 Differential device 21 Sun gear (rotary element)
22 Carrier (Rotating element)
23 Ring gear (rotating element)
27 Output member 29 Wheel 30 Second clutch 31 First member 32 First surface 33 First hole 34 Edge 40 First engagement element 50 Second member 52 Second hole 53 Edge 60 Switching device O Axis

Claims

An input member connected to the engine;
A first clutch that connects and disconnects the power of the input member;
An output member connected to the wheel;
A differential element having a rotating element connected to the input member, a rotating element connected to a first rotating electrical machine, a rotating element connected to the output member and a second rotating electrical machine;
A second clutch that connects any two of the rotating elements;
A switching device that switches between disengaging the second clutch and connecting the second clutch;
When the second clutch is connected by the switching device, the second clutch allows relative rotation when the direction of relative rotation of the two rotation elements is the second direction, and the relative relationship between the two rotation elements is A vehicle drive device connected when the direction of rotation is a first direction opposite to the second direction.
One of the two rotating elements connected to the second clutch is a driving side driven by the engine, and the other is a driven side,
2. The vehicle drive device according to claim 1, wherein the second clutch is connected when the rotational speed of the driving-side rotational element is higher than the rotational speed of the driven-side rotational element.
The second clutch includes a first member having a first surface intersecting an axis of the differential;
A second member having a second surface facing the first surface and the direction of the axis,
The first member has a plurality of first holes formed on a circumference around the axis of the first surface,
A first engagement element is swingably disposed in each of the first holes,
The second member has a plurality of second holes formed on a circumference around the axis of the second surface,
3. The vehicle drive device according to claim 1, wherein when the second clutch is engaged, the first engagement element engages with an edge portion of the first hole and an edge portion of the second hole, respectively.