JP2006282069A - Hybrid drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid drive device capable of improving power transmission efficiency and fuel consumption, and simplifying the configuration. <P>SOLUTION: The hybrid drive device is equipped with two sets of planetary gear mechanisms 4, 5 which have three rotation elements performing a differential operation, and at least three engagement devices CM, CH, BL switching the route transmitting the power to an output member 14 through the two sets of planetary gear mechanisms 4, 5. The hybrid drive device is constituted that not less than three kinds of power transmission route wherein an interrelationship of the operation state between a first electric motor 2 and a second electric motor 3 for setting the ratio of the number of revolution between an internal combustion engine 1 and the output member 14 to a predetermined value is different depending on the engaging state and the releasing state of the three engagement devices. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a hybrid drive device that includes a plurality of types of power devices as power sources, appropriately changes the operating state of these power sources, and transmits the output power to an output member via a gear mechanism. .

  An example of this type of driving device is described in Patent Document 1. In the drive device described in Patent Document 1, the output torque of the engine is such that the first motor / generator, the shaft, and the shaft are connected via a gear mechanism or a Ravigneaux planetary gear mechanism configured by combining two planetary gear mechanisms. A second motor / generator that is distributed to the sleeve shaft and driven by the power generated by the first motor / generator is coupled to the sleeve shaft. Further, the sleeve shaft and the sun gear in the third planetary gear mechanism are connected, the carrier in the third planetary gear mechanism is connected to the output member, and a clutch is provided between the output member and the shaft. And a brake for selectively fixing the ring gear of the third planetary gear mechanism.

In the device described in Patent Document 1, the rotational speed of the first motor / generator can be controlled to set the rotational speed of the engine to a rotational speed at which the fuel efficiency is optimal. / The generator generates electricity, and the second motor / generator is driven by the electric power, so that the output shaft torque of the entire apparatus can be made necessary and sufficient. And the apparatus described in this patent document 1 is set as a mode for traveling forward, in a first mode set at a relatively low speed immediately after starting and in a state where the vehicle speed is increased to some extent. It is said that two driving modes, i.e., the second mode, are possible. Specifically, in the first mode in which a relatively large driving torque is required, the planetary gear mechanism is functioned as a speed reducer by fixing the ring gear of the planetary gear mechanism provided on the output shaft side, and the vehicle speed In the second mode in which is increased to some extent, the sun gear and the carrier in the planetary gear mechanism are connected and integrated as a whole so that the planetary gear mechanism does not perform the speed increasing / decreasing action.
JP 2000-62483 A

  As described above, the device described in Patent Document 1 sets the first mode at a low vehicle speed, and sets the second mode at a high vehicle speed. In any of these modes, One of the motors / generators functions as a generator, and the other motor / generator functions as a motor by being supplied with electricity from the one motor / generator. That is, in addition to the transmission of power from the engine to an output member such as an output shaft through a gear mechanism, a part of the power is temporarily converted into electric power, and the electric motor is driven by this electric power. The power passing through the path is transmitted to the output member.

  In such transmission of power accompanied by conversion between electric power and mechanical power, inevitable loss occurs in the process of changing the form of the power. In the invention of Patent Document 1 described above, the driving mode is switched according to the vehicle speed. However, since there are only two modes that can be selected, for example, when the vehicle speed greatly increases in the second mode, conversion to electric power is performed. The ratio of the power transmission accompanied with will increase. For this reason, the apparatus described in Patent Document 1 has room for improvement in terms of improvement in power transmission efficiency or improvement in fuel consumption as a whole of the vehicle.

  The present invention has been made paying attention to the above-mentioned technical problems, and is a hybrid drive capable of increasing the selectable operation modes and having a simple configuration, and thus improving the fuel consumption by being used in a vehicle. The object is to provide an apparatus.

  In order to achieve the above object, the invention of claim 1 is a hybrid drive in which an internal combustion engine and a first motor and a second motor having a power generation function are connected to an output member via a gear mechanism including a planetary gear mechanism. In the apparatus, two sets of the planetary gear mechanisms are provided, and the planetary gear mechanisms have three rotating elements that perform a differential action with each other, and the output member is connected to the planetary gear mechanisms via the two sets of planetary gear mechanisms. At least three engagement devices that switch power transmission paths are provided, and the first motor and the second motor for setting a ratio between the rotation speed of the internal combustion engine and the rotation speed of the output member to a predetermined value, The operation state is configured so that three or more types of power transmission paths are set, which are different depending on the engagement and release states of the three engagement devices. That.

  According to a second aspect of the present invention, the three or more types of power transmission paths in the configuration of the first aspect provide the first power that the other planetary gear mechanism decelerates and outputs the power transmitted from one planetary gear mechanism. A transmission path, a second power transmission path for outputting power to the output member in a state where the planetary gear mechanisms are connected so as to form four rotating elements, and power transmitted from one planetary gear mechanism And a third power transmission path that outputs the other planetary gear mechanism without increasing / decreasing the speed.

  Further, the invention according to claim 3 is the invention according to claim 1 or 2, wherein any power is obtained by engaging / releasing the engagement device based on the target value of the ratio or the target rotational speed of the internal combustion engine. The hybrid drive device further includes a shift control means for selecting a transmission path.

  Furthermore, in the invention of claim 4, the planetary gear mechanism according to any one of claims 1 to 3 has a first sun gear, a first ring gear, and a pinion gear that meshes with the first sun gear and the first ring gear. A single pinion type first planetary gear mechanism having one carrier as a rotating element, a second sun gear, a second ring gear, and a second carrier holding a pinion gear meshing with the second sun gear and the second ring gear are used as rotating elements. A first pinion-type second planetary gear mechanism, and the first ring gear and the second sun gear are coupled to rotate integrally with each other, and the internal combustion engine is coupled to the first carrier. The first motor is connected to the first sun gear, the second motor is connected to the second sun gear, and the second The output member is coupled to the carrier, and the engagement device further includes a first clutch mechanism that selectively couples the first sun gear and the second ring gear, and any two rotating elements in the second planetary gear mechanism. And a brake mechanism for selectively fixing the second ring gear. A hybrid drive apparatus comprising: a second clutch mechanism for selectively connecting the second ring gear;

  Furthermore, the invention of claim 5 is characterized in that the planetary gear mechanism according to any one of claims 1 to 3 is disposed between the first sun gear, the first ring gear, and the first sun gear and the first ring gear, and A first planetary gear mechanism of a double pinion type having a first carrier holding at least two meshing pinion gears as a rotating element, a second sun gear, a second ring gear, and a pinion gear meshing with the second sun gear and the second ring gear are held. A single-pinion type second planetary gear mechanism having a second carrier as a rotating element, and the first carrier and the second sun gear are coupled to rotate integrally with each other, and The internal combustion engine is connected to one ring gear, the first electric motor is connected to the first sun gear, and the first carrier The second motor is connected, the output member is connected to the second carrier, and the engagement device is configured to selectively connect the first sun gear and the second ring gear; A hybrid drive device comprising: a second clutch mechanism that selectively connects any two rotating elements in a two planetary gear mechanism; and a brake mechanism that selectively fixes the second ring gear.

  On the other hand, the invention of claim 6 is a hybrid drive device in which an internal combustion engine and a first motor and a second motor having a power generation function are connected to an output member via a gear mechanism including a planetary gear mechanism. Includes a first pinion-type first planetary gear mechanism having a first sun gear, a first ring gear, and a first carrier holding a pinion gear meshing with the first sun gear and the first ring gear, a second sun gear and a second A single pinion type second planetary gear mechanism having a ring gear and a second carrier holding a pinion gear meshing with the second sun gear and the second ring gear, and the first ring gear and the second sun gear are mutually connected And the internal combustion engine is connected to the first carrier, The first motor is connected to one sun gear, the second motor is connected to the second sun gear, the output member is connected to the second carrier, and the first sun gear and the second ring gear are selectively connected A first clutch mechanism that is coupled to the second planetary gear mechanism, a second clutch mechanism that selectively couples any two rotating elements of the second planetary gear mechanism, and a brake mechanism that selectively fixes the second ring gear. It is characterized by being.

  In contrast, the invention of claim 7 is directed to a hybrid drive apparatus in which an internal combustion engine and a first motor and a second motor having a power generation function are connected to an output member via a gear mechanism including a planetary gear mechanism. The gear mechanism is a double pinion type first having a first carrier that holds a first sun gear, a first ring gear, and a first carrier that is disposed between the first sun gear and the first ring gear and that holds at least two pinion gears engaged with each other. A planetary gear mechanism, a single pinion type second planetary gear mechanism having a second sun gear, a second ring gear, and a second carrier holding a pinion gear meshing with the second sun gear and the second ring gear as rotation elements, and The first carrier and the second sun gear are coupled so as to rotate integrally with each other, and the first carrier The internal combustion engine is connected to a ring gear, the first electric motor is connected to the first sun gear, the second electric motor is connected to the first carrier, the output member is connected to the second carrier, and A first clutch mechanism that selectively connects the first sun gear and the second ring gear; a second clutch mechanism that selectively connects any two rotating elements of the second planetary gear mechanism; and the second ring gear. And a brake mechanism for selectively fixing the brake mechanism.

  According to the first aspect of the present invention, three or more types of power transmission paths are set according to the engagement and release states of the three engagement devices, and a predetermined speed ratio is set for each of these power transmission paths. In this case, the relationship between the operating states of the motors is different. Accordingly, by selecting an appropriate power transmission path according to each of the low vehicle speed, the medium vehicle speed, and the high vehicle speed when mounted on a vehicle, it becomes possible to operate the internal combustion engine in an efficient state, Transmission of power via electric power by the electric motor is suppressed. As a result, power transmission efficiency to the output member can be improved and fuel consumption can be improved at any vehicle speed.

  According to the invention of claim 2, as the path for transmitting the power output from the internal combustion engine to the output member, the first power transmission path is selected in the so-called low vehicle speed state, and the second in the so-called medium speed state. By selecting the power transmission path, and further selecting the third power transmission path in the so-called high vehicle speed state, it becomes easier to set the operating point of the internal combustion engine to an efficient operating point, and power with conversion to electric power is also possible. Therefore, the power transmission efficiency as a whole can be improved and the fuel consumption can be improved.

  Furthermore, according to the invention of claim 3, the power transmission path is selected according to the speed ratio to be set or the rotational speed of the internal combustion engine. As a result, the rotational speed of the internal combustion engine becomes excessively high. Or excessive power transmission accompanied by power conversion can be avoided to improve fuel efficiency.

  Furthermore, according to the invention of claim 4 or 5, in addition to the effects obtained by the invention of claims 1 to 3, the required planetary gear mechanism may be two sets, two clutch mechanisms and one Since the above-described three or more power transmission paths can be set by the brake mechanism, the overall configuration can be simplified.

  In particular, according to the invention of claim 4, the output member can be disposed at an intermediate portion of the drive device as a whole or at a position close to the internal combustion engine, so that the front engine that disposes the internal combustion engine in the width direction of the vehicle. It can be set as the structure suitable for vehicles of what is called an engine horizontal type, such as a front drive car. On the other hand, according to the invention of claim 5, since the output member can be arranged on the opposite side of each planetary gear mechanism with respect to the internal combustion engine, the internal combustion engine such as a front engine and a rear drive vehicle can be arranged in front of and behind the vehicle. It can be set as the structure suitable for what is called an engine vertical installation type vehicle arrange | positioned toward a direction.

  On the other hand, according to the invention of claim 6, since it is possible to select three or more kinds of power transmission paths, it is possible to operate the internal combustion engine in an efficient state and the power through the electric power of each electric motor. As a result, the power transmission efficiency to the output member can be improved and the fuel consumption can be improved at any vehicle speed, and two planetary gear mechanisms are required. Since the above-described three or more power transmission paths can be set by the clutch mechanism and one brake mechanism, the overall configuration can be simplified. Moreover, it can be set as the structure suitable for what is called a horizontal engine type vehicle.

  According to the seventh aspect of the present invention, it is possible to operate the internal combustion engine in an efficient state along with the ability to select three or more types of power transmission paths, and the power of each motor through the electric power. As a result, the transmission efficiency of the power to the output member can be improved and the fuel consumption can be improved at any vehicle speed. Further, two sets of planetary gear mechanisms are required, and two clutches are required. Since the above-described three or more power transmission paths can be set by the mechanism and one brake mechanism, the overall configuration can be simplified, and the configuration can be made particularly suitable for a so-called vertically mounted vehicle. .

  Next, the present invention will be described based on specific examples. FIG. 1 is a diagram showing a specific example of the present invention. In the specific example shown here, an internal combustion engine (engine: ENG) 1 and two motor generators (MG1, MG2) 2 as motors having a power generation function are shown. 3 is provided as a power source, and two sets of single pinion type planetary gear mechanisms 4 and 5 are used. The engine 1 is a power engine that outputs power by burning fuel such as a gasoline engine, a diesel engine, or a natural gas engine. Preferably, a load such as a throttle opening degree can be electrically controlled, and a predetermined load On the other hand, it is an internal combustion engine that can be set to an optimum operating point with the best fuel efficiency by controlling the rotational speed.

  The engine 1 is connected to the first planetary gear mechanism 4. As shown in FIG. 1, the first planetary gear mechanism 4 is a single pinion type planetary gear mechanism that constitutes a power distribution mechanism, and an output member such as a crankshaft of the engine 1 is connected to the carrier 6. Has been. Needless to say, a power transmission mechanism such as a starting clutch or a torque converter (a torque converter with a lock-up clutch) may be appropriately provided between the engine 1 and the carrier 6. Therefore, the carrier 6 is an input element.

  A first motor / generator (MG1) 2 is connected to the sun gear 7 of the first planetary gear mechanism 4. As an example, the first motor / generator 2 is configured by a synchronous motor including a permanent magnet in a rotor, and is configured to function as a generator and an electric motor. The rotor is connected to the sun gear 7, and the stator is fixed to a casing (not shown) or the like. Therefore, the sun gear 7 is a reaction force element.

  A pinion gear 8 rotatably held by the carrier 6 is meshed with the sun gear 7, and the pinion gear 8 is meshed with a ring gear 9 that is an internal gear arranged concentrically with the sun gear 7. Therefore, the ring gear 9 is an output element.

  The engine 1, the first motor / generator 2, and the first planetary gear mechanism 4 are arranged side by side on the same axis, and the second planetary gear mechanism is arranged on the axis along with the first planetary gear mechanism 4. 5 is arranged. The second planetary gear mechanism 5 is a single pinion type planetary gear mechanism, similar to the first planetary gear mechanism 4 described above, and any two rotating elements are connected to the rotating elements of the first planetary gear mechanism 4. A so-called compound planetary gear mechanism having four rotating elements is formed together with the first planetary gear mechanism 4, or functions as a speed change mechanism that increases or decreases the torque transmitted from the first planetary gear mechanism 4. The sun gear 10 is connected to a ring gear (hereinafter referred to as a first ring gear) 9 in the first planetary gear mechanism 4 so as to rotate together.

  Further, a ring gear (hereinafter referred to as a second ring gear) 11 that is an internal gear is disposed concentrically with the sun gear (hereinafter referred to as a second sun gear) 10, and the second sun gear 10 and the second ring gear 11 are The pinion gear 12 that is meshed with each other is held by a carrier (hereinafter referred to as a second carrier) 13 so as to rotate and revolve freely.

  An output member 14 is connected to the second carrier 13. The output member 14 is a member for transmitting torque to another member (not shown) such as a front differential, and is constituted by a rotating shaft, a gear, a sprocket, or the like. Further, a second motor / generator (MG2) 3 is connected to the second sun gear 10. As an example, the second motor / generator 3 is configured by a synchronous motor including a permanent magnet in a rotor, and is configured to function as a generator and an electric motor. The rotor is connected to the second sun gear 10, and the stator is fixed to a casing (not shown) or the like.

  Each of the motor / generators 2 and 3 is connected to a power storage device 17 such as a battery or a capacitor via inverters 15 and 16 provided correspondingly. Therefore, one motor / generator 2 (or 3) is configured to function as a generator, and the generated electric power is applied to the other motor / generator 3 (or 2) to function as a motor. . Further, power is supplied from the power storage device 17 to any one of the motor / generators 2 and 3 so that the motor / generators 2 and 3 function as a motor.

  In order to set three types of paths as paths for transmitting torque to the output member 14 via the planetary gear mechanisms 4 and 5 described above, three engagement devices are provided. That is, a brake mechanism (hereinafter simply referred to as a brake) BL for selectively fixing the second ring gear 11 is provided. The brake BL is composed of a wet multi-plate brake or a band brake, and is configured to be engaged / released by an actuator (not shown) that operates based on an electric signal. Further, a clutch mechanism (hereinafter referred to as a first clutch) CM for selectively connecting the first sun gear 7 and the second ring gear 11 and at least two rotating elements in the second planetary gear mechanism 5, for example, A clutch mechanism (hereinafter referred to as a second clutch) CH for selectively connecting the two sun gears 10 and the second carrier 13 is provided. The clutches CM and CH may be any engagement device that can selectively transmit and shut off torque, and specifically, a predetermined actuator (not shown) based on an electrical signal. A friction engagement device such as a wet multi-plate clutch that engages and disengages by operating the) is used.

  An electronic control unit (ECU) 18 that controls the inverters 15 and 16 and the engagement devices BL, CM, and CH is provided. This electronic control unit 18 is mainly composed of a microcomputer, and controls each control such as power generation by each motor / generator 2, 3, output torque as a motor or engagement / release of each engagement device BL, CM, CH. It is comprised so that the control signal to perform may be output. Note that various signals such as a vehicle speed, an accelerator opening, and a storage capacity (SOC: State Of Charge) in the power storage device 17 are input to the electronic control device 18.

  Next, the operation of the hybrid drive apparatus having the above-described configuration will be described. In the above hybrid drive device, three types of modes can be set as operation modes for traveling forward. Here, generally speaking, the operation mode means that each ratio for setting the ratio between the engine speed and the output member 14 (that is, the gear ratio) to a predetermined value (for example, a value other than “1”). This is a mutual relationship between the operation states of the motor / generators 2 and 3, and is a power transmission path for transmitting torque from the engine 1 to the output member 14 in the hardware configuration, or the rotational speed of the output member 14 with respect to a specific engine rotational speed. It is a relationship. Specifically, these operation modes are a low speed mode L, a medium speed mode M, and a high speed mode H, which are set according to the state of engagement / release of the brake BL and the clutches CM and CH. Is done.

  FIG. 2 collectively shows the relationship between each operation mode and the state of engagement / release of the brake BL and each of the clutches CM and CH. In FIG. 2, “◯” indicates an engaged state, and “X” indicates a released state. First, the low speed mode L is set by engaging the brake BL and releasing the clutches CM and CH. Therefore, in the first planetary gear mechanism 4, torque is input from the engine 1 to the first carrier 6. The first motor / generator 2 is controlled so as to function as a generator, and a reaction torque corresponding to the power generation state acts on the first sun gear 7. As a result, the link gear 9 as the output element and the second sun gear 10 connected thereto generate a torque obtained by synthesizing the torque input from the engine 1 and the reaction torque generated by the first motor / generator 2.

  On the other hand, in the second planetary gear mechanism 5, since the second ring gear 11 is fixed by the brake BL, an output is obtained with respect to the rotational speed of the second sun gear 10 which is an input element in the second planetary gear mechanism 5. The number of rotations of the second carrier 13, which is an element, is reduced. That is, the second planetary gear mechanism 5 functions as a speed reducer. Therefore, the torque appearing at the output member 14 is larger than the torque of the second sun gear 10. Since the second motor / generator 3 functions as a motor, the torque is amplified by the second planetary gear mechanism 5 and transmitted to the output member 14, so that the second motor / generator 3 is for so-called torque assist. It functions as a means.

  FIG. 3A shows an operation state of the planetary gear mechanisms 4 and 5 in the low speed mode L in which the gear ratio is larger than “1” in a collinear diagram, and a line labeled “P1”. Shows the operating state of the first planetary gear mechanism 4 in a state where the first motor / generator 2 is operated at the same speed as that of the engine 1, and a line labeled “P2” indicates the second planetary gear mechanism 5. Shows the operating state. Since the first ring gear 9 is connected to the output member 14 via the second planetary gear mechanism 5, the rotational speed of the engine 1 is controlled by controlling the amount of power generated by the first motor / generator 2 or the reaction force associated therewith. Changes continuously. On the other hand, in the second planetary gear mechanism 5, since the second sun gear 10 as an input element is integrated with the first ring gear 9, it rotates at the same speed and the second ring gear 11 is fixed. The second carrier 13 as an output element and the output member 14 connected thereto rotate at a lower speed than the second sun gear 10.

  Therefore, in the low speed mode L, if the first motor / generator 2 is rotated in the normal rotation state to generate electric power, a torque larger than the output torque of the engine 1 is generated in the output member 14 and the engine speed is set to the rotation of the output member 14. The number of revolutions can be maintained higher than the number. In other words, a gear ratio suitable for a low vehicle speed can be set without reducing the engine speed to a particularly low speed, and the driving torque is the torque transmitted from the engine 1 by the power generated by the first motor / generator 2. Since the torque is obtained by adding the torque obtained by causing the second motor / generator 3 to function as a motor, a sufficiently large torque can be obtained even at the time of starting. That is, the operating point of the engine 1 can be maintained at an efficient operating point, or the efficient operating point is not greatly removed, so that the fuel efficiency can be improved without impairing the power performance.

  If the first motor / generator 2 is in a negative rotation state in the low-speed mode L, the line labeled “P2” in FIG. The output member 14 rotates negatively and the vehicle travels backward.

  Next, the medium speed mode M is set by engaging the first clutch CM. That is, the sun gears 7 and 10 and the ring gears 9 and 11 in the planetary gear mechanisms 4 and 5 are connected to each other, the first carrier 6 is an input element, the first sun gear 7 is a second input element, and the second carrier 13 is output. A so-called four-element compound planetary gear mechanism using the element and the second sun gear 10 as a reaction force element is configured. Therefore, the operation state of the planetary gear mechanisms 4 and 5 in the medium speed mode M can be represented by a collinear diagram of FIG. FIG. 3B shows a state where the gear ratio is “1”. In the medium speed mode M, the second motor / generator 3 is rotated by the power output from the engine 1 to function as a generator. In other words, the second motor / generator 3 applies reaction torque to the first ring gear 9 or the second sun gear 10. Then, electric power is supplied from the second motor / generator 3 so that the first motor / generator 2 functions as a motor, and torque obtained by combining these three torques appears on the output member 14. Further, the rotational speeds of the four elements constituting the so-called compound planetary gear mechanism are on one straight line on the alignment chart, and the engine rotational speed is determined by the rotational speed of the output member 14 according to the operating state. The engine speed becomes high or, on the contrary, the engine speed becomes low. Therefore, it is not necessary to increase the engine speed excessively or to lower the engine speed, so that the operating point of the engine 1 can be maintained at an efficient operating point, or the efficient operating point is not greatly removed. The fuel consumption can be improved without impairing the power performance.

  Further, the high speed mode H is set by engaging the second clutch CH. Since the second clutch CH is provided between the carrier 13 and the sun gear 10 in the second planetary gear mechanism 5 as described above, when this is engaged, the two rotating elements in the second planetary gear mechanism 5 are engaged. Are coupled together, the entire second planetary gear mechanism 5 rotates as a unit. In contrast, the first planetary gear mechanism 4 receives torque from the engine 1 to the carrier 6, distributes the torque to the sun gear 7 and the ring gear 9, and is connected to the sun gear 7. Functions as a generator. This is the same as the operation state in the low speed mode L described above. Therefore, the sun gear 10 in the second planetary gear mechanism 5 has a torque obtained by combining the torque of the engine 1 and the reaction torque of the first motor / generator 2. Communicated. Since the entire second planetary gear mechanism 5 rotates as a whole, the torque transmitted to the second sun gear 10 is transmitted to the output member 14 as it is.

  If this state is shown in an alignment chart, it is as shown in FIG. FIG. 3C shows a state where the gear ratio is smaller than “1”. The line P2 indicating the operation state of the second planetary gear mechanism 5 is a horizontal straight line passing through a point indicating the rotation speed of the second carrier 13 to which the output member 14 is coupled. The line P1 indicating the operating state indicates the rotational speed of the first ring gear 9 having the same speed as the sun gear 10 of the second planetary gear mechanism 5, and the first sun gear 7 controlled by the first motor / generator 2. This is a line connecting points indicating the number of rotations. The intersection of the line P1 and the vertical line indicating the first carrier 6 represents the engine speed. Therefore, the engine speed is continuously controlled by the first motor / generator 2 and a continuously variable transmission is possible. And the rotation speed of the output member 14 can be made into high rotation speed with respect to engine rotation speed. Therefore, in the high speed mode H, the engine speed can be reduced relative to the rotation speed of the output member 14, so that the engine speed during high speed running can be relatively reduced, and driving with good fuel consumption is possible. become.

  Each collinear chart in FIG. 3 shows an operating state in which the engine speed in each mode is the same and at least one of the motor generators 2 and 3 is rotated integrally. For example, when the gear ratio set in the low speed mode L shown in FIG. 3A (ratio between the engine speed and the output member speed) is set in the medium speed mode M, the first sun gear 7 The second ring gear 11 connected thereto is reversely rotated. For this purpose, the first motor / generator 2 functions as a motor and reversely rotates. That is, the first motor / generator 2 is reversely powered. At the same time, the second motor / generator 3 is rotated at a higher speed than the engine 1 to function as a generator. In such an operating state, the transmission of power accompanied by conversion into electric power increases and the overall power transmission efficiency decreases. However, in the hybrid drive device of the present invention, such a gear ratio is not obtained in the medium speed mode M. Since the low speed mode L is set, the power transmission efficiency can be prevented or suppressed from being deteriorated.

  This situation is the same for the high speed mode H. When the gear ratio shown in FIG. 3A is set in the high speed mode H, the first motor / generator 2 is rotated at a higher speed than the engine 1. The second motor / generator 3 is caused to function as a generator and the low-speed rotation at the same speed as that of the output member 14 and function as a motor. Although transmission increases and power transmission efficiency as a whole decreases, in the hybrid drive device of the present invention, such a gear ratio is set not in the medium speed mode M but in the low speed mode L described above. Deterioration can be prevented or suppressed.

  As described above, in the hybrid drive device according to the present invention, the three types of power in which the mutual relationship between the operation states of the motor generators 2 and 3 is different in each mode when a predetermined gear ratio is set. The transmission path can be set. Therefore, by changing or selecting those power transmission paths according to the gear ratio, it is possible to avoid rotating any one of the motor generators 2 and 3 as a generator or a motor at an excessively high speed. Alternatively, driving the engine 1 far from the optimum fuel efficiency operating point is suppressed or avoided. Therefore, it is preferable that the mode change or the power transmission path change due to the engagement / release of the engagement device described above is executed based on the speed ratio to be set or the target engine speed, and the control is performed by the electronic control. It can be performed by the device 18. In that case, the electronic control unit 18 corresponds to the shift control means of the present invention.

  When the gear ratio shown in FIG. 3C is set in the medium speed mode M shown in FIG. 3B, the rotational speeds of the first sun gear 7 and the second ring gear 11 connected thereto are set. The engine speed is considerably higher than the engine speed, which is set by rotating the first motor / generator 2 at a high speed. For this purpose, the overall power transmission efficiency is poor, but in the hybrid drive device according to the present invention, such a gear ratio is not set in the medium speed mode M but is set in the high speed mode H. Therefore, deterioration of power transmission efficiency can be prevented or power transmission efficiency can be improved.

  Here, the arrangement of each member in the configuration shown in FIG. 1 will be described. In the configuration shown in FIG. 1, the output member 14 is disposed closer to the engine 1 than the second motor / generator 3, and the hybrid is connected via the output member 14. Power can be output to the outside in the radial direction of the drive device. Therefore, a hybrid drive device suitable for a vehicle in which the engine 1 such as a front engine / front drive vehicle (FF vehicle) is arranged in the vehicle width direction can be provided.

  The specific example described above is an example in which two sets of single pinion type planetary gear mechanisms 4 and 5 are used. However, in the present invention, one or both of the planetary gear mechanisms may be a double pinion type planetary gear mechanism. . FIG. 4 shows that the first planetary gear mechanism 4 functioning as a planetary gear mechanism on the engine 1 side, that is, a torque distribution mechanism, is constituted by a double pinion type planetary gear mechanism, and the second planetary gear mechanism 5 is constituted by a single pinion type planetary gear mechanism. An example is shown. The collinear diagram for the double pinion type planetary gear mechanism is obtained by replacing the line indicating the carrier and the line indicating the ring gear in the collinear diagram for the single pinion type planetary gear mechanism, and is thus constituted by the double pinion type planetary gear mechanism. The connection relationship of other members such as the engine 1 and the motor generators 2 and 3 to the first planetary gear mechanism 4 is as follows. The first carrier 6 and the first ring gear in the first planetary gear mechanism 4 in the configuration shown in FIG. The connection relationship with 9 is changed.

  Specifically, the first planetary gear mechanism 4 shown in FIG. 4 has a pinion gear 8a that meshes with the first sun gear, and a pinion gear 8b that meshes with the pinion gear 8a and the first ring gear 9, and these pinion gears 8a and 8b are held by the first carrier 6 so as to rotate and revolve freely. The first planetary gear mechanism 4 is disposed on the same axis as the engine 1 on the output side of the engine 1, and the engine 1 is connected to the first ring gear 9. It is to be noted that an appropriate transmission mechanism such as a torque converter may be interposed between the engine 1 and the first ring gear 9 as in the specific example described above.

  A second motor / generator 3 is disposed on the same axis as the first planetary gear mechanism 4, and the second motor / generator 3 is connected to the first carrier 6. A first motor / generator 2 is arranged alongside the second motor / generator 3 on the side opposite to the engine 1, and the first motor / generator 2 is connected to the first sun gear 7. Further, a second planetary gear mechanism 5 is disposed on the same axis as the first planetary gear mechanism 4, and the second sun gear 10 is connected to the first carrier 6 in the first planetary gear mechanism 4. An output member 14 is connected to the second carrier 13 in the second planetary gear mechanism 5, and the output member 14 extends in the direction opposite to the engine 1 along the central axis of the second planetary gear mechanism 5.

  On the other hand, the configuration of the engaging device is the same as the example shown in FIG. 1, and the brake BL for selectively fixing the second ring gear 11, the first sun gear 7 and the second ring gear 11 are selectively connected. A first clutch CM and a second clutch CH for selectively connecting at least two rotating elements (specifically, the second sun gear 10 and the second carrier 13) in the second planetary gear mechanism 5 are provided.

  The modes L, M, and H in the hybrid drive device shown in FIG. 4 can be set by engaging and releasing the engagement devices as shown in FIG. Further, the collinear diagram for the planetary gear mechanisms 4 and 5 is a diagram in which the reference numerals “6” and “9” in FIG. 3 described above are replaced, and accordingly, the intervals of the lines indicating the rotating elements are changed. Other than that, it is the same as FIG. Therefore, even in the configuration shown in FIG. 4, it is possible to set the low speed mode L, the medium speed mode M, and the high speed mode H, so that these modes are selected according to the gear ratio, the target engine speed, or the like. As a result, it is possible to avoid driving the engine 1 far away from an efficient driving point and to improve fuel efficiency. Further, in the configuration shown in FIG. 4, power can be output from the output member 14 extending in the extending direction of the central axis of the engine 1. Therefore, the front engine and the rear drive in which the engine 1 is arranged in the front-rear direction of the vehicle. It can be set as the hybrid drive device suitable for what is called an engine vertical installation type vehicles, such as a car.

It is a skeleton figure which shows typically an example of the hybrid drive device concerning this invention. It is a table | surface which shows the engagement / release state of each clutch and brake for setting each mode. It is an alignment chart which shows the operation state in each mode. It is a skeleton figure which shows typically the other example of the hybrid drive device which concerns on this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine (engine), 2, 3 ... Electric motor (motor generator), 4, 5 ... Planetary gear mechanism, 14 ... Output member, 18 ... Electronic control unit, CM, CH ... Clutch, BL ... Brake.

Claims (7)

In a hybrid drive device in which an internal combustion engine and a first motor and a second motor having a power generation function are connected to an output member via a gear mechanism including a planetary gear mechanism,
Two sets of the planetary gear mechanisms are provided, and the planetary gear mechanisms have three rotating elements that perform a differential action with respect to each other,
There are provided at least three engagement devices for switching the power transmission path to the output member via the two sets of planetary gear mechanisms,
The mutual relationship between the operating states of the first electric motor and the second electric motor for setting the ratio between the rotational speed of the internal combustion engine and the rotational speed of the output member to a predetermined value is related to the three engagement devices. A hybrid drive device configured to set three or more types of power transmission paths that differ depending on the state of engagement and release.   There are three or more types of power transmission paths, a first power transmission path through which the power transmitted from one planetary gear mechanism is decelerated and output by the other planetary gear mechanism, and each planetary gear mechanism has four rotating elements. A second power transmission path for outputting power to the output member in a state of being connected so as to form, and a second power transmission path for outputting the power transmitted from one planetary gear mechanism without increasing or decreasing the speed of the other planetary gear mechanism. 3. The hybrid drive device according to claim 1, comprising three power transmission paths.   The apparatus further comprises shift control means for selecting one of the power transmission paths by engaging and releasing the engagement device based on the target value of the ratio or the target rotation speed of the internal combustion engine. The hybrid drive device according to claim 1 or 2. The planetary gear mechanism is a single pinion type first planetary gear mechanism having a first sun gear, a first ring gear, and a first carrier holding a pinion gear meshing with the first sun gear and the first ring gear as a rotating element; A single pinion type second planetary gear mechanism having a sun gear, a second ring gear, and a second carrier holding a pinion gear meshing with the second sun gear and the second ring gear, and the first ring gear and the second ring gear. The sun gear and the sun gear are connected so as to rotate together, the internal combustion engine is connected to the first carrier, the first motor is connected to the first sun gear, and the second sun gear is connected to the first sun gear. Two electric motors are connected, the output member is connected to the second carrier, and the engagement device is connected to the first sun A first clutch mechanism that selectively connects the second ring gear to the second ring gear, a second clutch mechanism that selectively connects any two rotating elements of the second planetary gear mechanism, and the second ring gear selectively. The hybrid drive device according to claim 1, further comprising a brake mechanism that is fixed to the vehicle. The planetary gear mechanism is a double pinion type having a first carrier that holds a first sun gear, a first ring gear, and a first carrier that is disposed between the first sun gear and the first ring gear and holds at least two pinion gears that mesh with each other. A first planetary gear mechanism, and a single pinion type second planetary gear mechanism having a second sun gear, a second ring gear, and a second carrier holding a pinion gear meshing with the second sun gear and the second ring gear as rotation elements. And the first carrier and the second sun gear are coupled so as to rotate integrally with each other, the internal combustion engine is coupled to the first ring gear, and the first motor is coupled to the first sun gear. The second electric motor is connected to the first carrier, the output member is connected to the second carrier, Further, the engagement device selectively connects the first sun gear and the second ring gear, and the second clutch selectively connects any two rotating elements in the second planetary gear mechanism. The hybrid drive apparatus according to claim 1, further comprising a mechanism and a brake mechanism that selectively fixes the second ring gear. In a hybrid drive device in which an internal combustion engine and a first motor and a second motor having a power generation function are connected to an output member via a gear mechanism including a planetary gear mechanism,
The planetary gear mechanism is a single pinion type first planetary gear mechanism having a first sun gear, a first ring gear, and a first carrier holding a pinion gear meshing with the first sun gear and the first ring gear as a rotating element; A single pinion type second planetary gear mechanism having a sun gear, a second ring gear, and a second carrier holding a pinion gear meshing with the second sun gear and the second ring gear, and the first ring gear and the second ring gear. The sun gear and the sun gear are connected so as to rotate together, the internal combustion engine is connected to the first carrier, the first motor is connected to the first sun gear, and the second sun gear is connected to the first sun gear. Two electric motors are connected, the output member is connected to the second carrier, and the first sun gear and the second ring A first clutch mechanism that selectively connects the second ring gear, a second clutch mechanism that selectively connects any two rotating elements of the second planetary gear mechanism, and a brake that selectively fixes the second ring gear. And a hybrid drive device. In a hybrid drive device in which an internal combustion engine and a first motor and a second motor having a power generation function are connected to an output member via a gear mechanism including a planetary gear mechanism,
The planetary gear mechanism is a double pinion type having a first carrier that holds a first sun gear, a first ring gear, and a first carrier that is disposed between the first sun gear and the first ring gear and holds at least two pinion gears that mesh with each other. A first planetary gear mechanism, and a single pinion type second planetary gear mechanism having a second sun gear, a second ring gear, and a second carrier holding a pinion gear meshing with the second sun gear and the second ring gear as rotation elements. And the first carrier and the second sun gear are coupled so as to rotate integrally with each other, the internal combustion engine is coupled to the first ring gear, and the first motor is coupled to the first sun gear. The second electric motor is connected to the first carrier, the output member is connected to the second carrier, A first clutch mechanism that selectively connects the first sun gear and the second ring gear; a second clutch mechanism that selectively connects any two rotating elements of the second planetary gear mechanism; A hybrid drive device comprising a brake mechanism for selectively fixing a ring gear.

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