JP2010006139A - Hybrid driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid driving device 10 that further improves fuel economy while avoiding powering control of a first motor generator MG1 when traveling at a high speed, and is superior in a mounting characteristic to a vehicle. <P>SOLUTION: This hybrid driving device 10 has an electric differential part 50 of a four-element composite split type, a planetary gear type automatic transmission 20 for realizing a low speed side gear stage L being 1 in the gear ratio when motive power is input from a first input element RM3 and realizing a high speed side gear stage H smaller than 1 in the gear ratio when the motive power is input from a second output element RM4, a first clutch C1 for setting the planetary gear type automatic transmission 20 to the low speed side gear stage L in a low speed travel mode, and a second clutch C2 for setting the planetary gear type automatic transmission 20 to the high speed side gear stage H in a high speed travel mode. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a two-motor machine-distributed hybrid drive device, and more particularly to a technique for improving fuel consumption during high-speed traveling.

An input element connected to the prime mover, a reaction force element connected to the first electric motor, and an output element connected to the drive wheel so as to be able to transmit power, and the operation state of the first electric motor is controlled An electric differential unit in which a differential state between the rotational speed of the input element and the rotational speed of the output element is controlled, and a power transmission path from the output element of the electric differential unit to the drive wheels. There is known a hybrid drive device having a second electric motor connected so as to be able to transmit power via a planetary gear type automatic transmission mechanism having a plurality of different gear positions. For example, this is the hybrid drive apparatus described in Patent Document 1.
International Publication No. 2005/000620 Pamphlet

  In such a two-motor machine-distributed hybrid drive device, the EV operation mode in which the vehicle is driven by powering the second electric motor, and the electric energy obtained by the electric power generation control while controlling the electric power generation of the first electric motor. In addition to the assist operation mode in which the vehicle is driven by power running control of the second electric motor, the engine rotational speed is reduced to a predetermined low rotation speed determined according to the fuel consumption and the like by power running control of the first electric motor in the reverse rotation direction. While maintaining, it has a plurality of operation modes such as an overdrive operation mode in which the output shaft rotation speed of the hybrid drive device is significantly increased to drive the vehicle at a high speed.

  By the way, in the overdrive operation mode, as described above, in order to increase the rotation speed of the output shaft of the hybrid drive device connected to the output element of the electric differential unit, the electric differential unit The first electric motor connected to the reaction force element needs to be subjected to power running control, that is, reverse power running in the reverse rotation direction. As the energy for the power running control of the first motor, for example, the electrical energy obtained by the power generation control by the second motor or the electrical energy stored in the battery in advance is used. That is, transmission efficiency is deteriorated and fuel consumption is deteriorated.

In order to make the vehicle run at a high speed without powering control of the first motor, the first mode corresponding to the driving mode during the forward traveling and the first mode in the high speed range are switched to the deterioration of fuel consumption. A hybrid drive device having an operation mode including the second mode is proposed. For example, this is the hybrid drive device described in Patent Document 2. According to this, since the first motor is not reversely powered in the high-speed traveling region, the transmission efficiency is not deteriorated due to the reverse powering.
JP 2000-150627 A

  However, in the hybrid drive device described in Patent Document 2, the planetary gear type automatic transmission mechanism decelerates the power from the electric differential unit and transmits it to the output shaft, or directly connects the power. In order to further improve fuel efficiency, the final gear ratio (final reduction ratio) of the final reduction gear located downstream of the hybrid drive unit in the power transmission path is set to a higher gear (gear). The ratio must be set small). However, this increases the output required to drive the vehicle, which is not preferable because the first electric motor and the second electric motor are increased in size, resulting in deterioration in mountability and weight increase in the vehicle. Further, the high gear of the final gear ratio generally increases the diameter of the drive gear (for example, drive pinion) while maintaining the driven gear (for example, diff ring) diameter of the final gear pair in order to prevent a decrease in strength. Therefore, there is a problem that drag loss and meshing friction loss due to the drive gear are increased, and the fuel efficiency improvement effect due to the high gear is not sufficient.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to improve the fuel efficiency while avoiding the power running control of the electric motor during high-speed running and to be easily mounted on a vehicle. It is in providing the hybrid drive device which is.

  The present invention has been made against the background of the above circumstances. The gist of the invention according to claim 1 is that: (a) an input element connected to a prime mover and a reaction force connected to a first electric motor. A first output element coupled to the second motor, and a second output element, and the operating state of the first motor is controlled, whereby the rotational speed of the input element and the first output element are controlled. And an electric differential part in which a differential state with respect to the rotational speed of the second output element is controlled, and (b) between the first output element and the second output element of the electric differential part and the drive wheel. Provided, when the power is input from the first output element, the low speed side gear stage of the first gear ratio is established, and when the power is input from the second output element, the first gear ratio smaller than the first gear ratio is established. A planetary gear type automatic transmission having two speed stages for establishing a high speed side gear ratio of two speed ratios, and (c) front Provided in a first input path from the first output element of the electric differential unit to the planetary gear type automatic transmission, and in the low speed traveling mode, the power from the first output element is input to the planetary gear type automatic transmission. A first clutch that uses the planetary gear automatic transmission as a low-speed gear stage; and (d) a second input path from the second output element of the electric differential unit to the planetary gear automatic transmission. And a second clutch that inputs power from the second output element to the planetary gear type automatic transmission and uses the planetary gear type automatic transmission as a high-speed gear stage in the high-speed traveling mode. is there.

  The gist of the invention according to claim 2 is that, in the invention according to claim 1, the electric differential portion is connected to the first sun gear connected to the first motor and to the prime mover. A single pinion type first planetary gear device having a first carrier, the second motor and a first ring gear connected to the first input path; a second sun gear connected to the second input path; A second pinion-type second planetary gear device having a second carrier coupled to the first input path and a second ring gear coupled to the first carrier and the prime mover, and in the low-speed traveling mode, Power is transmitted from the first ring gear and the second carrier to the first input path, and power is transmitted from the second sun gear to the second input path in the high speed traveling mode. A.

  The gist of the invention according to claim 3 is that, in the invention according to claim 1 or 2, the planetary gear type automatic transmission includes a third sun gear coupled to a non-rotating member, the drive wheel, A double pinion type planetary gear device having a third carrier coupled to the first clutch and a third ring gear coupled to the second clutch is provided. In the low-speed traveling mode, power is input to the third carrier. Thus, a low-speed gear stage having a gear ratio of 1 output from the third carrier is established, and in the high-speed traveling mode, power is input to the third ring gear and the gear ratio output from the third carrier is smaller than 1. This is to establish a high-speed gear stage.

  According to a fourth aspect of the present invention, there is provided the invention according to any one of the first to third aspects, wherein the electric differential unit and the planetary gear type automatic transmission are arranged in the electric differential mode in the low speed traveling mode. Rotation between the first input member of the planetary gear automatic transmission to which power is input from the first output element of the unit and the first output element, and the second output of the electric differential unit in the high-speed running mode The rotation of the second input member of the planetary gear automatic transmission to which power is input from the element and the second output element are simultaneously synchronized at or near the zero rotation of the first motor. It is in being set to.

  Further, the gist of the invention according to claim 5 is that, in the invention according to claim 4, switching between the low speed running mode and the high speed running mode is rotation of the first input member and the first output element, And when the rotations of the second input member and the second output element are in a synchronized state, the engagement states of the first clutch and the second clutch are switched to each other.

  A gist of the invention according to claim 6 is that, in the inventions according to claims 1 to 5, the first clutch and the second clutch are meshing clutches.

  The gist of the invention according to claim 7 is that, in the invention according to claims 1 to 6, the first electric motor, the electric differential section, the second electric motor, and the planetary gear automatic transmission are cylindrical. In this case, they are arranged in series in order along a common uniaxial direction in a cylindrical housing.

  According to the hybrid drive device of the first aspect of the invention, the hybrid drive device includes an input element coupled to the prime mover, a reaction force element coupled to the first motor, and a first coupled to the second motor. An output element and a second output element are provided, and the operation state of the first electric motor is controlled, so that a difference between the rotation speed of the input element and the rotation speed of the first output element and the second output element is obtained. When an electric differential unit whose state is controlled is provided, and between the first output element and the second output element of the electric differential unit and the drive wheel, and when power is input from the first output element Is a two-speed shift that establishes a low-speed gear stage with a first gear ratio and establishes a high-speed gear stage with a second gear ratio that is smaller than the first gear ratio when power is input from the second output element. A planetary gear type automatic transmission having a stage and a first output of the electric differential unit; The planetary gear type automatic transmission is provided in a first input path from an element to the planetary gear type automatic transmission, and in the low-speed traveling mode, power from the first output element is input to the planetary gear type automatic transmission. Is provided in a second input path from the second output element of the electric differential unit to the planetary gear type automatic transmission, and in the high speed traveling mode, the second output element And a second clutch that causes the planetary gear type automatic transmission to be input to the planetary gear type automatic transmission to use the planetary gear type automatic transmission as a high-speed side gear stage. From this, in the vehicle equipped with the hybrid drive device, when the traveling speed of the vehicle traveling in the low speed traveling mode is shifted from the low speed side to the high speed side by the power generation control of the first motor, the output control of the prime mover, or the like, By switching the engagement state of the first clutch and the second clutch before the first motor is reversely rotated (powering control), the transmission gear ratio is smaller than the low-speed gear stage established in the low-speed traveling mode. Since the vehicle can travel by switching to the high-speed traveling mode in which the high-speed side gear is established, the fuel efficiency can be further improved while avoiding the power running control of the electric motor during the high-speed traveling. Further, since it is not necessary to set the final gear ratio of the final reduction gear to a higher gear in order to improve fuel efficiency, the mounting property on the vehicle is not impaired.

  According to the hybrid drive device of the invention relating to claim 2, the electric differential section includes a first sun gear coupled to the first motor, a first carrier coupled to the prime mover, and the first carrier. A single pinion type first planetary gear device having two electric motors and a first ring gear coupled to the first input path; a second sun gear coupled to the second input path; and coupled to the first input path. A second pinion-type second planetary gear device having a second carrier and a second ring gear coupled to the first carrier and the prime mover, and in the low-speed traveling mode, the first ring gear and the second carrier. Power is transmitted from the second sun gear to the second input path in the high-speed travel mode. Therefore, in the vehicle equipped with the hybrid drive device, when the traveling speed of the vehicle traveling in the low speed traveling mode is shifted from the low speed side to the high speed side by the power generation control of the first motor, the first motor is By switching the engagement state of the first clutch and the second clutch before the reverse rotation is performed, the high-speed traveling mode in which the high-speed side gear is established is established, and then the rotation speed of the first motor is controlled by power generation, etc. By increasing the speed in the forward rotation direction, it is possible to travel at a higher traveling speed, so that the fuel efficiency can be further improved while avoiding the power running control of the motor during high speed traveling. Further, since it is not necessary to set the final gear ratio of the final reduction gear to a higher gear in order to improve fuel efficiency, the mounting property on the vehicle is not impaired.

  According to the hybrid drive device of the invention of claim 3, the planetary gear type automatic transmission includes a third sun gear connected to the non-rotating member, and a third sun gear connected to the drive wheel and the first clutch. A double pinion type planetary gear device having a carrier and a third ring gear coupled to the second clutch, and in the low-speed traveling mode, power is input to the third carrier and output from the third carrier. A low-speed gear stage with a ratio of 1 is established, and in the high-speed traveling mode, a high-speed gear stage with a gear ratio smaller than 1 is established when power is input to the third ring gear and output from the third carrier. is there. Therefore, in a vehicle equipped with the hybrid drive device, the traveling speed of the vehicle traveling in the low-speed traveling mode in which the low-speed gear stage having a gear ratio of 1 is established is reduced by the power generation control of the first electric motor or the like. When shifting from the high speed side to the high speed side, the high speed side gear stage having a gear ratio smaller than 1 is established by switching the engagement state of the first clutch and the second clutch before the first motor is reversely powered. Therefore, the fuel consumption can be further improved while avoiding the power running control of the electric motor at the time of high speed traveling. In addition, the hybrid drive device is compactly configured with relatively few parts mainly including two electric motors, two clutches, and three planetary gear devices, so that the mountability to a vehicle is not impaired and is inexpensive. Can be manufactured.

  According to the hybrid drive device of the invention according to claim 4, the electric differential unit and the planetary gear automatic transmission are powered from the first output element of the electric differential unit in the low-speed traveling mode. Rotation between the first input member of the planetary gear type automatic transmission and the first output element to be input, and the planet to which power is input from the second output element of the electric differential unit in the high speed traveling mode The rotation of the second input member of the gear-type automatic transmission and the second output element is set so as to be simultaneously synchronized at or near the zero rotation of the first electric motor. Therefore, in the vehicle equipped with the hybrid drive device, when the traveling speed of the vehicle traveling in the low speed traveling mode shifts from the low speed side to the high speed side due to the power generation control of the first motor, the first motor rotates in the reverse direction. Before powering, when the rotation of the first input member and the first output element and the rotation of the second input member and the second output element are in a synchronized state, respectively, the first clutch and the second clutch By switching the engagement state of the clutch, it is possible to travel by switching to a high-speed traveling mode in which a high-speed gear stage having a gear ratio smaller than 1 is established, so that fuel efficiency can be improved while avoiding powering control of the motor during high-speed traveling Can be improved. Further, since it is not necessary to set the final gear ratio of the final reduction gear to a higher gear in order to improve fuel efficiency, the mounting property on the vehicle is not impaired. Further, since the switching from the low-speed traveling mode to the high-speed traveling mode is performed when the synchronous state is in effect, there is an advantage that a shift shock accompanying the switching does not occur.

  Further, according to the hybrid drive device of the invention according to claim 5, the switching between the low speed driving mode and the high speed driving mode is performed by rotating the first input member and the first output element, and the second input member. When the rotation with the second output element is in a synchronized state, the engagement state of the first clutch and the second clutch is switched to each other, so the switching is a so-called synchronous switching. As a result of this change, no shift shock occurs.

  According to the hybrid drive device of the invention relating to claim 6, since the first clutch and the second clutch are meshing clutches, when the power is transmitted from the electric differential unit to the planetary gear type automatic transmission. Since, for example, a friction loss that occurs when a friction engagement device or the like is used does not occur, transmission efficiency can be further improved.

  According to the hybrid drive device of the invention relating to claim 7, the first electric motor, the electric differential section, the second electric motor, and the planetary gear type automatic transmission are uniaxially shared in a cylindrical housing. Since the first electric motor and the second electric motor can be accommodated in the housing because they are arranged in series in order along the central direction. For this reason, the number of parts can be reduced to reduce the cost, the rigidity can be improved, and the generation of noise or vibration can be reduced.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a diagram illustrating an outline of a power transmission device 12 for a vehicle including a skeleton diagram of a hybrid drive device 10 according to an embodiment of the present invention. This power transmission device 12 is suitably employed in a vehicle of an FR (front engine / rear drive) type drive system. In FIG. 1, in the power transmission device 12, torque (power) generated by the hybrid drive device 10 is transmitted from the output shaft 14 as an output member of the hybrid drive device 10 to the left and right pairs via the differential gear device 16 and the like. Is transmitted to the drive wheel 17. Since the hybrid drive device 10 is configured substantially symmetrically with respect to the output shaft 14, the lower half thereof is omitted in FIG.

The hybrid drive device 10 includes a first driving force generation source 18 that is a main power source, and a planetary gear type automatic transmission 20 provided between the first driving force generation source 18 and the output shaft 14. ing. In the hybrid drive device 10, the torque generated in the first driving force generation source 18 is transmitted to the planet through one of two power transmission paths, that is, the first input path RT1 and the second input path RT2. It is transmitted to the gear type automatic transmission 20. Further, the hybrid drive device 10 is provided in the first input path RT1 between the first driving force generation source 18 and the planetary gear automatic transmission 20, and performs power running control and energy for outputting driving force for traveling. The second motor generator MG2 (second electric motor) is provided as a second driving force generation source capable of selectively executing power generation control for recovering the power. The second motor generator MG2 is coupled to the output shaft 14 through the planetary gear type automatic transmission 20 together with the first driving force generation source 18. Accordingly, the torque capacity output from the first driving force generation source 18 and the second motor generator MG2 to the output shaft 14 is a gear ratio set by the planetary gear automatic transmission 20 (= planet gear automatic transmission 20). The rotational speed of the input member / the rotational speed of the output shaft 14 (output shaft rotational speed N _OUT )). The second motor generator MG2 and a first motor generator (first electric motor) MG1 described later function both as a generator and an electric motor.

The first driving force generation source 18 includes an engine (prime mover) 26 as a main power source, a first motor generator MG1, and power for synthesizing or distributing torque between the engine 26 and the first motor generator MG1. The planetary gear device 28 as a distribution mechanism is mainly configured. The engine 26 is a known internal combustion engine such as a gasoline engine or a diesel engine that burns fuel and outputs power, and an electronic control device (E-ECU) 30 for engine control mainly composed of a microcomputer. The operation state such as the throttle valve opening, the intake air amount, the fuel supply amount, and the ignition timing is electrically controlled so as to achieve high efficiency while satisfying the required driving force. The electronic control unit 30, an accelerator operation amount sensor 32 for detecting an accelerator operation amount Acc of an accelerator pedal 31, a brake sensor 34 for detecting the presence or absence of the operation of the brake pedal 33, the engine rotational speed N _E of the engine 26 A detection signal is supplied from the detected engine rotation speed sensor 35 or the like.

The first motor generator MG1 and the second motor modulator MG2 are configured so as to selectively obtain a function as an electric motor for generating a driving torque and a function as a generator, and a battery via inverters 36 and 37. Are connected to a power storage device 38 such as a capacitor. The inverters 36 and 37 are controlled by an electronic control unit (MG-ECU) 40 for controlling the motor generator mainly composed of a microcomputer, so that the output torque of the first motor generator MG1 and the second motor generator MG2 or The power generation torque (regenerative torque) is adjusted or set. The electronic control unit 40, the rotational speed of the shift operating position sensor 42 for detecting an operation position of the lever 41, MG1 rotational speed sensor 44 detects the rotational speed _{N MG1} of the first motor generator MG1 and second motor generator MG2, the detection signal from the mag MG2 rotational speed sensor 45 for detecting the supplied N _MG2.

  The planetary gear unit 28 includes a single pinion type first planetary gear unit 46 and a double pinion type second planetary gear unit 48, and is provided concentrically with the engine 26 and the planetary gear type automatic transmission 20. Yes. The first planetary gear unit 46 is disposed substantially concentrically with the first sun gear S1 connected to the first motor generator MG1 and the first sun gear S1, and is connected to the second motor generator MG2 and the first input path RT1. The first ring gear R1 and the plurality of first pinion gears meshed with the first sun gear S1 and the first ring gear R1 are supported so as to be capable of rotating and revolving around the first sun gear S1, and are coupled to an output member of the engine 26. And a first carrier CA1. The second planetary gear device 48 supports the second sun gear S2 coupled to the second input path RT2 and a plurality of meshing pairs of second pinion gears so as to be capable of rotating and revolving around the second sun gear S2. The second carrier CA2 connected to the first ring gear R1 and the first input path RT1 is engaged with the second sun gear S2 via the second pinion gear and is concentrically arranged with respect to the second sun gear S2. CA1 and a second ring gear R2 connected to the output member of the engine 26. In the present embodiment, the first carrier CA1 and the second ring gear R2 are directly connected to the output member of the engine 26, but via a pulsation absorbing damper (vibration damping device), a torque converter, or the like. May be indirectly connected.

  In this planetary gear device 28, four rotating elements are configured by being partially connected to each other. Specifically, the first carrier CA1 and the second ring gear R2 connected to the engine 26 are integrally coupled to each other, and the first sun gear S1 is connected to the first motor generator MG1. Force element RM2, first output element RM3 formed by integrally connecting first ring gear R1 and second carrier CA2 connected to second motor generator MG2, and second connected to second input path RT2. A second output element RM4 composed of the sun gear S2 is configured. The first planetary gear device 46 and the second planetary gear device 48 can appropriately change the connection relationship of their respective members, and a single pinion type or double pinion type planetary gear device is appropriately selected and used. It is also possible.

  In the present embodiment, the planetary gear device 28 and the first motor generator MG1 constitute an electric differential section 50. The electric differential unit 50 is connected to the input element RM1 connected to the engine 26, the reaction force element RM2 connected to the first motor generator MG1, and the first input path RT1 and the second motor generator MG2. The first output element RM3 and the second output element RM4 connected to the second input path RT2 are provided, and the operating state of the first motor generator MG1 is controlled, that is, the power running control or the power generation control is executed. The differential state between the rotational speed of the input element RM1 and the rotational speeds of the first output element RM3 and the second output element RM4 is controlled.

  FIG. 2 is a collinear diagram showing the relative relationship of the rotational speeds of the rotating elements RM1 to RM4 of the planetary gear device 28 that functions as a torque combining and distributing mechanism. In FIG. 2, the vertical axis RM1, the vertical axis RM2, the vertical axis RM3, and the vertical axis RM4 indicate the rotational speed of the input element RM1 (first carrier CA1, second ring gear R2) and the reaction force element RM2 (first sun gear). This is an axis representing the rotational speed, the rotational speed of the first output element (first ring gear R1, second carrier CA2), and the rotational speed of the second output element (second sun gear S2). In FIG. 2, the mutual intervals of the vertical axis RM2, the vertical axis RM1, and the vertical axis RM3 are set such that when the interval between the vertical axis RM2 and the vertical axis RM1 is a, the interval between the vertical axis RM1 and the vertical axis RM3 is a * ρ1 (ρ1 = the number of teeth of the first sun gear S1 / the number of teeth of the first ring gear R1). The intervals between the vertical axis RM4, the vertical axis RM1, and the vertical axis RM3 are When the distance between RM4 and the vertical axis RM3 is b, the distance between the vertical axis RM1 and the vertical axis RM3 is b * ρ2 (ρ2 = number of teeth of the second sun gear S2 / number of teeth of the second ring gear R2). Is set to

In the planetary gear device 28, when the reaction torque generated by the first motor generator MG1 is input to the reaction force element RM2 with respect to the output torque of the engine 26 input to the input element RM1, the first output element RM3 and the second output element RM3 are output. In the output element RM4, a torque larger or smaller than the output torque appears depending on the magnitude of the reaction torque. Further, when the rotational speed of the first output element RM3 or second output element RM4 is constant, by changing the rotational speed N _MG1 of the first motor generator MG1 in the vertical, continuously the engine rotational speed N _E ( Steplessly). That is, the gear ratio of the engine rotational speed N _E with respect to the rotational speed of the first output element RM3 and second output element RM4 (the rotational speed of the input member of the planetary gear type automatic transmission 20), the rotational speed of the first motor generator MG1 It can be changed steplessly by controlling _NMG1 . Broken line in FIG. 2, when lowered from a value that indicates the rotational speed N _MG1 of the first motor generator MG1 by a solid line shows a state in which the engine rotational speed N _E is lowered. As a result, the control for setting the engine speed _NE to, for example, the speed at which the fuel efficiency is the best can be executed by controlling the first motor generator MG1. This type of hybrid type is called mechanical distribution type or split type. In particular, in the case of the present embodiment, the planetary gear device 28 having two electric motors and functioning as a torque synthesizing / distributing mechanism is a two-motor four-element composite split type including four rotating elements.

  Returning to FIG. 1, the planetary gear type automatic transmission 20 is provided between the first output element RM3 and the second output element RM4 of the electric differential unit 50 and the output shaft 14, and the electric differential unit. When power is input from the 50 first output element RM3, the low speed side gear stage L having a gear ratio (first gear ratio) of 1 is established, and the power is output from the second output element RM4 of the electric differential unit 50. Is input, it has two speeds that establish a high-speed gear stage H with a speed ratio (second speed ratio) smaller than 1. Specifically, the planetary gear automatic transmission 20 is provided concentrically with the output shaft 14 and is connected to a third sun gear S3 fixedly connected to a housing 52, which is a non-rotating member, and a plurality of paired first gears. A third carrier CA3 which supports the three-pinion gear so as to be capable of rotating and revolving around the third sun gear S3, and is coupled to the output shaft 14 and indirectly coupled to the first input path RT1 via the first clutch C1; A third ring gear R1 meshing with the third sun gear S3 via the third pinion gear and concentrically disposed with respect to the third sun gear S3 and indirectly connected to the second input path RT2 via the second clutch; Is provided with a double pinion type planetary gear unit 53. When the first clutch C1 is engaged and the second clutch C2 is released, the first output element RM3 of the electric differential section 50 is connected via the first input path RT1 and the first clutch C1. Power is input to the third carrier CA3, the low-speed gear stage L that outputs power from the third carrier CA3 is established, the first clutch C1 is released, and the second clutch C2 is engaged. When power is input from the second output element RM4 of the electric differential section 50 to the third ring gear R3 via the second input path RT2 and the second clutch C2, the power is output from the third carrier CA3. The high speed side gear stage H is established. The first clutch C1 and the second clutch C2 are dog-type meshing clutches having a plurality of meshing dog teeth and transmitting torque (power) by meshing the dog teeth. The first clutch C1 and the second clutch C2 are configured so that their meshing states are switched by a hydraulic actuator or the like (not shown), and are engaged / released via a hydraulic control device 55 (see FIG. 5). . Further, a shift between the low speed gear stage L and the high speed gear stage H, that is, a shift control is performed by an operation mode switching means 60 described later.

FIG. 3 is a collinear diagram showing the relative relationship of the rotational speeds of the rotating elements in the double pinion type planetary gear unit 53 constituting the planetary gear type automatic transmission 20. In FIG. 3, the vertical axis S3, the vertical axis CA3, and the vertical axis R3 are axes respectively representing the rotation speed of the third sun gear S3, the rotation speed of the third carrier CA3, and the rotation speed of the third ring gear R3. In FIG. 3, the mutual distance between the vertical axis S3, the vertical axis CA3, and the vertical axis R3 is the distance between the vertical axis CA3 and the vertical axis R3, where c is the distance between the vertical axis S3 and the vertical axis CA3. Is set to c * ρ3 (ρ3 = the number of teeth of the third sun gear S3 / the number of teeth of the third ring gear R3). The solid line and the alternate long and short dash line in FIG. 3 indicate the cases where the high speed side gear stage H and the low speed side gear stage L are established, respectively, and the third carrier CA3 and the third ring gear functioning as input members at that time, respectively. The rotational speeds are compared with the same predetermined value N1. As shown in FIG. 3, when the high-speed gear stage H is established in the planetary gear automatic transmission 20, the output shaft rotational speed N _OUT2 of the output shaft 14 is the case where the low-speed gear stage L is established. the output shaft with respect to the rotational speed _{N OUT1 (1 / (1-} ρ3)) is doubled will be increased with respect to the rotation speed N1 of the input. Here, the planetary gear device 28 and the double pinion type planetary gear device 53 in the present embodiment have a rotational speed N of the second motor generator MG2 corresponding to the rotational speed of the first output element RM3, as shown in FIG. _MG2 and the rotational speed _{N CA3} of the third carrier CA3, rotational speed _{N R3} rotational speed _{N RM4} and the third ring gear R3 of the second output element RM4 is, at the same time each synchronization state at the zero rotation or near the first motor generator MG1 It is mechanically set to be

Returning to FIG. 1, in this embodiment, an electronic control unit (T-ECU) 54 for shifting control, which is mainly composed of a microcomputer, is provided for performing the shifting control. The first clutches C1 and C2 are engaged and released. The electronic control unit 54 includes an output shaft rotational speed sensor 56 that detects the rotational speed N _OUT of the output shaft 14 corresponding to the vehicle speed V, an RM4 rotational speed sensor 57 that detects the rotational speed N _RM4 of the second output element RM4, rotational speed of the third ring gear R3 corresponding to the rotational speed of the 1 CA3 rotational speed sensor 58 detects the rotational speed N _CA3 of the third carrier CA3, which corresponds to the rotational speed of the input member, and later the second input member to be described later other detection signals from R3 rotational speed sensor 59 for detecting the N _R3 is supplied, the rotational speed N _MG2 and the accelerator operation amount Acc, etc. various of the second motor generator MG2 corresponding to the rotational speed of the first output member RM3 Signals are read directly or via the electronic controls 30 and 40.

  The first motor generator MG 1, the electric differential unit 50, the second motor generator MG 2, and the planetary gear type automatic transmission 20 have a common single axis in the cylindrical housing 52, that is, the axis of the output shaft 14. They are arranged in series in order along the direction.

  In the hybrid drive device 10 configured as described above, the first driving force generation source 18 and the second motor modulator MG2 are generated by switching the engagement state of the first clutch C1 and the second clutch C2. The two modes in which the torque is transmitted to the output shaft 14 via one of the two power transmission paths, that is, the low speed traveling mode and the high speed traveling mode shown in FIG. 4 are established. FIG. 4 is an operation table for explaining the operation states of the engagement elements, that is, the first clutch C1 and the second clutch C2 when the gear stages are established in the hybrid drive device 10. As shown in FIG. 4, the low-speed traveling mode is established by engaging the first clutch C1 and releasing the second clutch C2. In this low speed traveling mode, the electric differential unit 50 transmits power from the first output element RM3 to the first input path RT1, and the planetary gear type automatic transmission 20 establishes the low speed side gear stage L. Yes. As shown in FIG. 4, the first clutch C1 is disengaged and the second clutch C2 is engaged, so that the high-speed travel mode is established. In this high speed travel mode, the electric differential unit 50 transmits power from the second output element RM4 to the second input path RT2, and the planetary gear type automatic transmission 20 establishes the high speed side gear stage H. Yes. Here, the first clutch C1 is provided in the first input path RT1 from the first output element RM3 of the electric differential section 50 to the planetary gear automatic transmission 20, and in the low speed traveling mode, the first output element RM3. Power is input to the planetary gear type automatic transmission 20 and the planetary gear type automatic transmission 20 functions as a low-speed gear stage L. The second clutch C2 is provided on the second input path RT2 from the second output element RM4 of the electric differential section 50 to the planetary gear automatic transmission 20, and in the high speed traveling mode, the second clutch C2 is output from the second output element RM4. Power is input to the planetary gear type automatic transmission 20 so that the planetary gear type automatic transmission 20 functions as a high-speed gear stage H.

The electronic control devices 30, 40, and 54 of the present embodiment are functionally provided with an operation mode switching control means 60 as shown in FIG. Here, as described above, the planetary gear unit 28 and the double pinion type planetary gear unit 53 have the rotational speed N _MG2 and the rotational speed N _CA3 , the rotational speed N _RM4 and the rotational speed N _R3 are zero of the first motor generator MG1. It is set so as to be the same at or around the rotation. The operation mode switching means 60 switches from one mode to the other mode when, for example, the actual rotational speed N _MG1 of the first motor generator MG1 becomes a zero rotation or a determination value set near the zero rotation. It is like that. The operation mode switching control means 60 includes a low speed travel mode execution means 62 and a high speed travel mode execution means 64 that are executed when the operation mode is changed.

  The low-speed running mode execution means 62 is for making the vehicle run in the low-speed running mode, and as shown in FIG. 4, the first clutch C1 is engaged and the second clutch C2 is released, thereby causing the planet. The gear type automatic transmission 20 is set to the low speed side gear stage L. The second motor generator MG2 is subjected to power running control to apply assist driving force to the output shaft 14 via the third carrier CA3, while electric energy for power running control of the second motor generator MG2 is mainly used for the first motor. It is covered by the power generation control of the generator MG1, and electrical energy is taken out from the power storage device 38 or the power storage device 38 is charged as necessary due to excess or shortage of the remaining capacity of the power storage device 38, etc. This low-speed running mode is executed at a relatively low vehicle speed, and power generation control (regenerative braking) is performed while the first motor generator MG1 is rotated in the same forward rotation direction as the engine 26.

  The high-speed running mode execution means 64 is for driving the vehicle in the high-speed running mode, and as shown in FIG. 4, the first clutch C1 is released and the planetary gear is engaged by engaging the second clutch C2. Type automatic transmission 20 is set to the high speed side gear stage H. In the same manner as in the low-speed traveling mode, the second motor generator MG2 is subjected to power running control and an assist driving force is applied to the output shaft 14, while electric energy for power running control of the second motor generator MG2 is mainly used as the first driving force. Covered by the power generation control of the motor generator MG1, the electrical energy is taken out from the power storage device 38 or the power storage device 38 is charged as necessary due to the excess or shortage of the remaining capacity of the power storage device 38. This high speed travel mode is executed on the higher vehicle speed side than the low speed travel mode.

FIG. 6 is a collinear diagram showing an example of the relationship between the rotating elements of the planetary gear device 28 and the planetary gear automatic transmission 20 in the low-speed traveling mode. Each vertical axis in FIG. 6 is represented by the same vertical axis as the collinear diagram of the planetary gear unit 28 shown in FIG. 2 and the collinear diagram of the planetary gear type automatic transmission 20 shown in FIG. In FIG. 6, a portion indicated by a broken line indicates that the first output element RM3 and the third carrier CA3, that is, the output shaft 14 are connected by engagement of the first clutch C1. Here, the engine rotational speed N _E of the engine 26 is controlled, for example, in the best engine rotational speed N _E1 fuel consumption according to the running state of the vehicle. In this case, the rotation speed N _CA3 of the third carrier CA3 corresponding to the output shaft rotation speed N _OUT is indicated by a solid line when the second motor generator MG2 is power-running controlled or the first motor generator MG1 is power generation controlled. It is made to change from the state shown by (1) to the state shown by a dashed-dotted line. That is, for a constant engine speed _{N E1,} by the second motor generator MG2 is caused to power running control or the first motor generators MG1, is allowed to power control, the rotational speed _{N CA3} of the third carrier CA3 is stopped The engine speed is increased to (1 + ρ1) times the engine speed N _E1 .

  Here, in the conventional hybrid drive device, when the vehicle travels at a high speed, it is necessary to rotate the first sun gear S1 of the planetary gear device 28, that is, the reaction force element RM2, in the reverse direction. As indicated by the two-dot difference line, it means that the first motor generator MG1 connected to the first sun gear S1 needs to be powered in the reverse rotation. For this reason, the first motor generator MG1 consumes electrical energy, but the second motor generator MG2 requires power that exceeds the power generation amount even when it is powering or when it is generating power. In this case, since energy is taken out from the power storage device 38, fuel consumption is deteriorated.

On the other hand, in the present embodiment, switching to the high-speed running mode is performed to avoid powering control of the motor during high-speed running. FIG. 7 is a collinear diagram showing an example of the relationship between the rotating elements of the planetary gear device 28 and the planetary gear automatic transmission 20 when the low-speed traveling mode and the high-speed traveling mode are switched. Each vertical axis in FIG. 7 is represented by the same vertical axis as shown in FIG. In FIG. 7, the portion indicated by a broken line indicates that the first output element RM3 and the third carrier CA3, that is, the output shaft 14 are connected by the engagement of the first clutch C1 or are in a state immediately before being connected. ing. Further, the portion indicated by the long broken line indicates that the second output element RM4 and the third ring gear R3 are connected by the engagement of the second clutch C2 or are in a state immediately before being connected. In FIG. 7, the state indicated by the solid line indicates that the second motor generator MG2 is power-running controlled at a constant engine speed _NE1 in the low speed driving mode or the high speed driving mode, or the first motor generator MG1 performs power generation control. Thus, the second rotating element RM2 is shown in a stopped state. At this time, the rotation of the first output element RM1 and the third carrier CA3 and the rotation of the second output element RM2 and the third ring gear R3 are in a synchronized state. That is, in other words, the electric differential unit 50 and the planetary gear automatic transmission 20 of the hybrid drive apparatus 10 include the rotation speed N _MG2 and the third carrier of the second motor generator MG2 corresponding to the rotation speed of the first output element RM3. CA3 rotational speed _{N CA3} of the rotational speed _{N R3} rotational speed _{N RM4} and the third ring gear R3 of the second output element RM4 is, is set to be respectively the same zero rotation or near the first motor generator MG1 Yes. The switching between the low-speed driving mode and the high-speed driving mode is performed by switching the engagement states of the first clutch C1 and the second clutch C2 to each other in the synchronized state. . The third carrier CA3 is a first input member of the planetary gear automatic transmission 20 to which power is input from the first output element RM3 of the electric differential section 50 when the first clutch C1 is engaged. The third ring gear R3 corresponds to the first ring gear automatic transmission 20 of the planetary gear type automatic transmission 20 to which power is input from the second output element RM4 of the electric differential section 50 when the second clutch C2 is engaged. It corresponds to 2 input members.

FIG. 8 is a collinear diagram showing an example of the relationship between the rotating elements of the planetary gear device 28 and the planetary gear automatic transmission 20 in the high-speed traveling mode. Each vertical axis in FIG. 8 is represented by the same vertical axis as shown in FIG. In FIG. 8, the portion indicated by the long broken line indicates that the second output element RM4 and the third ring gear R3 are connected by the engagement of the second clutch C2. Here, the rotational speed _{N CA3} of the third carrier CA3, which corresponds to the output shaft rotation speed _{N OUT,} it either second motor generator MG2 is powering control or power control or the first motor generators MG1, is generation control Thus, the state is changed from the state indicated by the solid line to the state indicated by the alternate long and short dash line. That is, the second motor generator MG2 is subjected to power running control or power generation control with respect to a constant engine rotation speed _NE1 , or the first motor generator MG1 is controlled to generate power, whereby the rotation speed N of the third carrier CA3 is controlled. _CA3 has come to be allowed to accelerated until the fold (1 + ρ1) of the engine rotational speed _{N E1} to (1 / ρ2) / (1 -ρ3) times.

  As described above, according to the hybrid drive device 10 of the present embodiment, the hybrid drive device 10 includes the input element RM1 connected to the engine 26, the reaction force element RM2 connected to the first motor generator MG1, A first output element RM3 connected to the second motor generator MG2 and the first input path RT1, and a second output element RM4 connected to the second input path RT2, and the operating state of the first motor generator MG1 is The electric differential unit 50 that controls the differential state between the rotational speed of the input element RM1 and the rotational speeds of the first output element RM3 and the second output element RM4 by being controlled, and the electric differential unit 50 is provided between the first output element RM3 and the second output element RM4 and the drive wheel 17, and when power is input from the first input element RM3, the gear ratio A planetary gear type automatic gear having two speeds that establishes a low speed side gear stage L of 1 and establishes a high speed side gear stage H having a gear ratio smaller than 1 when power is input from the second output element RM4. The transmission 20 is provided on a first input path RT1 from the first output element RM3 of the electric differential unit 50 to the planetary gear type automatic transmission 20, and power from the first output element RM3 is transmitted to the planetary gear in the low-speed traveling mode. The planetary gear type automatic transmission 20 is input to the gear type automatic transmission 20 and the planetary gear type automatic transmission 20 is set to the low speed side gear stage L, and the second output element RM4 of the electric differential unit 50 is connected to the planetary gear type automatic transmission. Provided in the second input path RT2 to the machine 20, and in the high-speed running mode, the power from the second output element RM4 is input to the planetary gear type automatic transmission 20, and the planetary gear type automatic transmission 20 is moved to the high speed side gear stage. H 2nd class And C2, including. From this, in the vehicle equipped with the hybrid drive device 10, the traveling speed of the vehicle traveling in the low speed traveling mode is shifted from the low speed side to the high speed side by the power generation control of the first motor generator MG1 or the output control of the engine 26. When the first motor generator MG1 is in reverse power running (power running control), the engagement state of the first clutch C1 and the second clutch C2 is switched so that the low speed side established in the low speed running mode is established. Since the vehicle can travel by switching to the high-speed traveling mode in which the high-speed side gear stage H having a smaller gear ratio than the gear stage L is established, fuel efficiency can be further improved while avoiding the power running control of the first motor generator MG1 during high-speed traveling. . Further, since it is not necessary to set the final gear ratio of the final reduction gear to a higher gear in order to improve fuel efficiency, the mounting property on the vehicle is not impaired.

  Further, according to the hybrid drive apparatus 10 of the present embodiment, the electric differential unit 50 includes the first sun gear S1 connected to the first motor generator MG1, the first carrier CA1 connected to the engine 26, and the first carrier CA1. A single pinion type first planetary gear unit 46 having a two-motor generator MG2 and a first ring gear R1 coupled to the first input path RT1, a second sun gear S2 coupled to the second input path RT2, and a first A second pinion type second planetary gear device 48 having a second carrier CA2 connected to the input path RT1 and a second ring gear R2 connected to the first carrier CA1 and the engine 26, and the low-speed traveling mode Then, power is transmitted from the first ring gear R1 and the second carrier CA2 to the first input path RT1, and in the high speed traveling mode, From the second sun gear S2 to the second input path RT2 is intended to transmit power. From this, when the traveling speed of the vehicle traveling in the low speed traveling mode shifts from the low speed side to the high speed side by the power generation control of the first motor generator MG1, etc. By switching the engagement state of the first clutch C1 and the second clutch C2 before the 1-motor generator MG1 is reversely powered, the high-speed traveling mode in which the high-speed gear stage H is established is switched, and then the first motor By increasing the rotational speed of the generator MG1 in the forward rotation direction by power generation control or the like, the traveling speed can be further increased, so that fuel efficiency is further improved while avoiding the power running control of the first motor generator MG1 during high speed traveling. Be made. Further, since it is not necessary to set the final gear ratio of the final reduction gear to a higher gear in order to improve fuel efficiency, the mounting property on the vehicle is not impaired.

  Further, according to the hybrid drive device 10 of the present embodiment, the planetary gear automatic transmission 20 is connected to the third sun gear S3 connected to the housing 52 as a non-rotating member, the output shaft 14 and the first clutch C2. A double pinion type planetary gear unit 53 having a third carrier CA3 and a third ring gear R3 coupled to the second clutch C2. In the low-speed traveling mode, power is input to the third carrier CA3 The low-speed gear stage L with a gear ratio of 1 output from the third carrier CA3 is established, and in the high-speed traveling mode, the power ratio is output to the third ring gear R3 and output from the third carrier CA3 is smaller than 1. The high-speed side gear stage L is established. From this, in the vehicle provided with the hybrid drive device 10, the traveling speed of the vehicle traveling in the low-speed traveling mode in which the low-speed gear stage L having the gear ratio of 1 is established is the power generation of the first motor generator MG1. When shifting from the low speed side to the high speed side by control or the like, the gear ratio is greater than 1 by switching the engagement state of the first clutch C1 and the second clutch C2 before the first motor generator MG1 is reversely powered. Since the vehicle can travel by switching to a high-speed traveling mode in which a small high-speed gear stage H is established, fuel efficiency can be further improved while avoiding the power running control of the first motor generator MG1 during high-speed traveling. In addition, the hybrid drive device 10 is compactly configured with relatively few parts mainly including two electric motors, two clutches, and three planetary gear devices, so that mountability to a vehicle is not impaired and It can be manufactured at low cost.

  Further, according to the hybrid drive device 10 of the present embodiment, the electric differential unit 50 and the planetary gear automatic transmission 20 are powered from the first output element RM3 of the electric differential unit 50 in the low speed traveling mode. The input rotation of the third carrier CA3 (first input member) of the planetary gear type automatic transmission 20 and the first output element RM3, and the second output element RM4 of the electric differential section 50 in the high speed traveling mode. The rotation of the third ring gear R3 (second input member) of the planetary gear type automatic transmission 20 to which power is input from the second output element RM4 during the forward rotation or the rotation stop of the first motor generator MG1. At the same time, each is set to be in a synchronized state. Therefore, in the vehicle equipped with the hybrid drive device 10, when the traveling speed of the vehicle traveling in the low-speed traveling mode shifts from the low-speed side to the high-speed side due to the power generation control of the first motor generator MG1, etc. Before the motor generator MG1 is rotated in the reverse direction and when the rotation of the third carrier CA3 and the first output element RM3 and the rotation of the third ring gear R3 and the second output element RM4 are in a synchronized state, respectively. By switching the engagement state of the first clutch C1 and the second clutch C2, the vehicle can be switched to the high-speed driving mode in which the high-speed side gear stage H having a gear ratio smaller than 1 is established. The fuel efficiency is further improved while avoiding the power running control of the generator MG1. Further, since it is not necessary to set the final gear ratio of the final reduction gear to a higher gear in order to improve fuel efficiency, the mounting property on the vehicle is not impaired. Further, since the switching from the low-speed traveling mode to the high-speed traveling mode is performed when the synchronous state is in effect, there is an advantage that a shift shock accompanying the switching does not occur.

  Further, according to the hybrid drive device 10 of the present embodiment, the switching between the low speed driving mode and the high speed driving mode is performed by the rotation of the third carrier CA3 (first input member) and the first output element RM3, and the third. When the rotation of the ring gear R3 (second input member) and the second output element RM4 is in a synchronized state, the engagement state of the first clutch C1 and the second clutch C2 is switched between each other, Since the switching is so-called synchronous switching, a shift shock does not occur with the switching.

  Further, according to the hybrid drive device 10 of the present embodiment, the first clutch C1 and the second clutch C2 are dog-tooth meshing clutches, so that the electric differential unit 50 is connected to the planetary gear automatic transmission 20. When transmitting the power, there is no friction loss or the like that occurs when, for example, a friction engagement device is used, so that the transmission efficiency can be further improved.

  Further, according to the hybrid drive device 10 of the present embodiment, the first motor generator MG 1, the electric differential unit 50, the second motor generator MG 2, and the planetary gear type automatic transmission 20 are disposed in the cylindrical housing 52. The first motor generator MG1 and the second motor generator MG2 can be housed in the housing 52 because they are arranged in series in order along the common axis, that is, the axial direction of the output shaft 14. Become. For this reason, the number of parts can be reduced to reduce the cost, the rigidity can be improved, and the generation of noise or vibration can be reduced.

  As mentioned above, although one Example of this invention was described in detail with reference to drawings, this invention is not limited to this Example, It can implement in another aspect.

  For example, in the above-described embodiment, the first driving force generation source 18 is provided with the engine 26 as the main power source. However, if the engine 26 is an internal combustion engine such as a gasoline engine or a diesel engine, the type thereof is used. It can be applied regardless. In addition, a driving power source other than the internal combustion engine such as an electric motor or a motor generator may be employed as the other main power source.

  In the above-described embodiment, the vehicle to which the embodiment of the present invention is applied is the FR type, but is not limited thereto. For example, the present invention can be applied to FF type or other drive type vehicles.

  In the above-described embodiment, the electric differential unit 50 is configured using the single pinion type planetary gear unit 46 and the double pinion type planetary gear unit 48, but is not limited thereto. For example, a single pinion type planetary gear device, a double pinion type planetary gear device, or a bevel gear type differential gear device may be combined to provide a plurality of rotating elements.

  In the above-described embodiment, the first motor generator MG1 and the second motor generator MG2 are preferably motor generators that can selectively obtain the functions of the electric motor and the generator, but are not limited thereto. Depending on the mode of operation, either one of the electric motor or the generator can be used, and the first motor generator MG1 and the second motor generator MG2 are both used by using both the electric motor and the generator. It can also be configured.

  In the above-described embodiment, the first clutch C1 and the second clutch C2 are dog-type meshing clutches. However, the present invention is not limited to this. For example, a hydraulic type in which an engagement force is generated by a frictional force or the like. Such a friction engagement device may be used. In short, any engagement device capable of connecting two rotating elements may be used.

In the above-described embodiment, the shift between the low-speed gear stage L and the high-speed gear stage H, that is, the shift control is performed so that the actual rotational speed NMG1 of the first motor generator _MG1 is zero or near zero. Although it has been performed by the operation mode switching means 60 for switching from one mode to the other mode when the set determination value is reached, the present invention is not limited to this. For example, the operation mode switching means 60, a high speed from the actual second output element RM4 speed N _RM4 and on the basis that the rotational speed N _R3 of the third ring gear R3 becomes substantially synchronized state low speed mode of the running switching to the mode, also, those based on the rotational speed N _RM3 actual first output element RM3 and the rotational speed N _CA3 of the third carrier CA3 has become substantially synchronous state switched from high speed mode to the low speed mode It may be. Further, the shift control may be executed based on the running state of the vehicle such as the vehicle speed V, the accelerator operation amount Acc, or the required driving force, without depending on the driving mode switching means 60. More specifically, for example, each gear stage region may be determined as a map (shift diagram) in advance, and control may be performed so that one of the gear stages is set according to the detected traveling state.

  It should be noted that the above description is merely an embodiment, and other examples are not illustrated. However, the present invention is implemented in variously modified and improved modes based on the knowledge of those skilled in the art without departing from the gist of the present invention. Can do.

It is a figure explaining the outline of the power transmission device of vehicles including the outline of the hybrid drive device of one example of the present invention. It is a collinear diagram which shows the relative relationship of the rotational speed of each rotation element of the planetary gear apparatus with which the electrical differential part of the hybrid drive device of FIG. 1 is equipped. FIG. 2 is a collinear diagram showing a relative relationship of rotational speeds of rotating elements in a double pinion type planetary gear device constituting the planetary gear type automatic transmission shown in FIG. 1. FIG. 3 is an operation table for explaining the operating states of the engagement elements, that is, the first clutch and the second clutch when each gear stage is established in the hybrid drive device of FIG. 1. It is a block diagram explaining the function with which the control apparatus which controls the hybrid drive device of FIG. 1 is provided regarding several operation modes. FIG. 2 is a collinear diagram illustrating an example of a relationship between each rotating element of a planetary gear device and a planetary gear type automatic transmission in a low-speed traveling mode among the operation modes of the hybrid drive device of FIG. 1. FIG. 2 is a collinear diagram showing an example of the relationship between each rotating element of the planetary gear device and the planetary gear type automatic transmission when the low-speed traveling mode and the high-speed traveling mode among the operation modes of the hybrid drive device of FIG. 1 are switched. . FIG. 2 is a collinear diagram illustrating an example of a relationship between rotating elements of a planetary gear device and a planetary gear type automatic transmission in a high-speed traveling mode among the operation modes of the hybrid drive device of FIG. 1.

Explanation of symbols

10: Hybrid drive device 17: Drive wheel 20: Planetary gear type automatic transmission 26: Engine (prime mover)
46: First planetary gear device 48: Second planetary gear device 50: Electric differential unit 52: Housing (non-rotating member)
53: Double pinion type planetary gear set C1: First clutch C2: Second clutch CA1: First carrier CA2: Second carrier CA3: Third carrier MG1: First motor generator (first electric motor)
MG2: second motor generator (second electric motor)
R1: first ring gear R2: second ring gear R3: third ring gear RM1: input element RM2: reaction force element RM3: first output element RM4: second output element RT1: first input path RT2: second input path S1: First sun gear S2: Second sun gear S3: Third sun gear

Claims (7)

An input element connected to the prime mover, a reaction force element connected to the first motor, a first output element connected to the second motor, and a second output element, the operating state of the first motor being An electric differential unit that is controlled to control a differential state between the rotational speed of the input element and the rotational speed of the first output element and the second output element;
Provided between the first output element and the second output element of the electric differential section and the drive wheel, and when power is input from the first output element, a low-speed gear stage of the first gear ratio is established. A planetary gear type automatic transmission having two speed stages that establishes a high-speed gear stage having a second speed ratio smaller than the first speed ratio when power is input from the second output element;
Provided in a first input path from the first output element of the electric differential section to the planetary gear type automatic transmission, and in the low-speed traveling mode, power from the first output element is sent to the planetary gear type automatic transmission. A first clutch that causes the planetary gear type automatic transmission to enter a low-speed gear stage;
Provided in a second input path from the second output element of the electric differential unit to the planetary gear type automatic transmission, and in the high speed running mode, power from the second output element is supplied to the planetary gear type automatic transmission. And a second clutch having the planetary gear type automatic transmission as a high-speed side gear stage. The electric differential unit is
A single pinion type first planetary planetary gear having a first sun gear coupled to the first motor, a first carrier coupled to the prime mover, and a first ring gear coupled to the second motor and a first input path. A gear device;
A double pinion type second gear having a second sun gear coupled to the second input path, a second carrier coupled to the first input path, and a second ring gear coupled to the first carrier and the prime mover. A planetary gear device,
In the low speed travel mode, power is transmitted from the first ring gear and the second carrier to the first input path, and in the high speed travel mode, power is transmitted from the second sun gear to the second input path. The hybrid drive device according to claim 1. The planetary gear type automatic transmission is
A double pinion type planetary gear device having a third sun gear coupled to a non-rotating member; a third carrier coupled to the drive wheel and the first clutch; and a third ring gear coupled to the second clutch. ,
In the low speed travel mode, power is input to the third carrier to establish a low speed gear stage with a gear ratio of 1 output from the third carrier, and in the high speed travel mode, power is input to the third ring gear. The hybrid drive apparatus according to claim 1 or 2, wherein the high speed side gear stage in which the transmission gear ratio output from the third carrier is smaller than 1 is established.   The electric differential unit and the planetary gear type automatic transmission include a first input member of the planetary gear type automatic transmission to which power is input from a first output element of the electric differential unit in the low speed traveling mode; Rotation with the first output element, and second input member of the planetary gear type automatic transmission to which power is input from the second output element of the electric differential unit in the high-speed traveling mode, and the second output element The hybrid drive device according to any one of claims 1 to 3, wherein the rotation of the first motor is set to be in a synchronized state simultaneously with or near zero rotation of the first electric motor. .   The switching between the low-speed driving mode and the high-speed driving mode is performed when the rotation of the first input member and the first output element and the rotation of the second input member and the second output element are in a synchronized state, respectively. The hybrid drive device according to claim 4, wherein the first clutch and the second clutch are engaged with each other by switching their engagement states.   The hybrid drive apparatus according to claim 1, wherein the first clutch and the second clutch are meshing clutches.   The first motor, the electric differential unit, the second motor, and the planetary gear type automatic transmission are arranged in series in order along a common uniaxial direction in a cylindrical housing. The hybrid drive device according to any one of claims 1 to 6.

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