JP2011037359A - Driving device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a driving device for vehicles capable of amplifying and transmitting output torque of a rotary electric machine to driving wheels and performing regenerative braking while suppressing the overspeed of the rotary electric machine in a high vehicle speed range. <P>SOLUTION: The driving device includes: the rotary electric machine MG; an input member I drive-connected to the rotary electric machine MG; an output member O; and a differential gear device DG having at least three rotating elements E1-E3 in order of rotational speed. The input member I is selectively drive-connected to the first rotating element E1 via a first one-way clutch F1 that restrains the input member I from relatively rotating in the positive direction to the first rotating element E1 and selectively drive-connected to the second rotating element E2 via a second one-way clutch F2 that restrains the input member I from relatively rotating in the negative direction to the second rotating element E2. The output member O is drive-connected to an intermediate rotating element EM located between the first rotating element E1 and the third rotating element E3 in order of the rotational speed and the third rotating element E3 is fixed to a non-rotating member. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle drive device as a second drive device that is mounted on a vehicle that drives a first drive wheel by a first drive device and drives a second drive wheel different from the first drive wheel.

  Regarding a second drive device that is mounted on a vehicle that drives a first drive wheel by a first drive device and drives a second drive wheel that is different from the first drive wheel, for example, the following Patent Document 1 includes the following: Such a device is described. That is, this device is a second drive device for driving a rear wheel in a vehicle in which front wheels are driven by an engine, and includes a rotating electrical machine, a speed reducer, a clutch, and an output differential gear device as a drive force source. ing. The drive shaft of the rotating electrical machine is drivingly connected to the drive wheels via a reduction gear, a clutch, and an output differential gear device. This device is configured to reduce the rotation of the rotating electrical machine and amplify the torque and transmit the torque to the drive wheels by providing a speed reducer, thereby reducing the size of the rotating electrical machine and applying a relatively large torque to the drive wheels. Can be communicated to. The clutch is engaged only in the low vehicle speed range and released in the high vehicle speed range, thereby preventing the rotating electrical machine that is drivingly connected to the drive wheels via the speed reducer from over-rotating. It has a configuration that can.

Japanese Patent Laid-Open No. 2003-156079

  However, in the device described in Patent Document 1, since the clutch is released in a high vehicle speed range and the rotating electrical machine and the wheel are separated, regenerative braking cannot be performed as it is. In this device, even if the clutch is engaged to perform regenerative braking, the rotation of the wheel is accelerated by the speed reducer and transmitted to the rotating electric machine. Become. Therefore, regenerative braking can be performed only in the low vehicle speed range, and there is a limit to improving the efficiency of the vehicle drive device.

  Therefore, it is desired to realize a vehicle drive device that can amplify the output torque of the rotating electrical machine and transmit it to the drive wheels, and can perform regenerative braking while suppressing over-rotation of the rotating electrical machine in a high vehicle speed range.

  Characteristic configuration of the vehicle drive device according to the present invention as a second drive device that is mounted on a vehicle that drives the first drive wheel by the first drive device and that drives a second drive wheel different from the first drive wheel A rotating electrical machine, an input member drivingly connected to the rotor of the rotating electrical machine, an output member drivingly connected to the second drive wheel, at least a first rotating element, a second rotating element, and in order of rotational speed, and A differential gear device having three rotating elements of a third rotating element, a first one-way clutch, and a second one-way clutch, wherein the input member is connected to the first rotating element via the first one-way clutch. And selectively drivingly connected to the second rotating element via the second one-way clutch, and the output member is connected to the second rotating element or the other of the differential gear device. With rotating elements The first one-way clutch is driven and connected to an intermediate rotating element located between the first rotating element and the third rotating element in order of rotational speed, and the third rotating element is fixed to a non-rotating member. Restricts the input member from rotating relative to the first rotating element in the positive direction and allows the input member to rotate relatively in the negative direction. The rotation element is provided so as to restrict relative rotation in the negative direction with respect to the rotation element and allow relative rotation in the positive direction.

  In the present application, “driving connection” refers to a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or the two This is used as a concept including a state in which two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. However, the term “drive connection” for each rotating element of the differential gear device refers to a state in which the plurality of rotating elements included in the differential gear device are drivingly connected without passing through other rotating elements. And Further, in the present application, the “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary. In the present application, the “order of rotational speed” is either the order from the high speed side to the low speed side, or the order from the low speed side to the high speed side, and can be any depending on the rotational state of each differential gear mechanism. In the case of, the order of the rotating elements does not change. In the present application, with respect to the direction of rotation and torque of each member, the “positive direction” is the same direction as the rotation direction of the member when the vehicle is moving forward, and the “negative direction” is the opposite direction.

  According to this characteristic configuration, when the rotating electrical machine rotates in the forward direction and outputs a torque in the forward direction, the first one-way clutch is engaged and the input member and the first rotating element are driven and connected. Thereby, the forward drive mode in which the positive torque of the rotating electrical machine is transmitted to the output member rotating in the positive direction is realized. At this time, the third rotating element of the differential gear device is fixed to the non-rotating member, and the output member is drivingly connected to the intermediate rotating element positioned between the first rotating element and the third rotating element in the order of the rotation speed. Therefore, the rotation of the rotating electrical machine is decelerated and transmitted to the output member. Therefore, the output torque of the rotating electrical machine can be amplified and transmitted to the second driving wheel, and the rotating electrical machine can be downsized relative to the magnitude of the torque that can be transmitted to the second driving wheel. On the other hand, when the rotating electrical machine rotates in the positive direction and outputs a torque in the negative direction, the second one-way clutch is engaged and the input member and the second rotating element are drivingly connected. Thereby, the regeneration mode in which the negative torque of the rotating electrical machine is transmitted to the output member rotating in the positive direction is realized. At this time, the third rotating element of the differential gear device is fixed to the non-rotating member, and the second rotating element to which the rotating electrical machine is driven is connected between the first rotating element and the third rotating element in order of rotational speed. Therefore, the rotation of the rotating electrical machine is shifted at a gear ratio smaller than that in the forward drive mode and transmitted to the output member. Thereby, the rotational speed of the rotating electrical machine in such a regeneration mode can be suppressed lower than the rotational speed of the rotating electrical machine in the forward drive mode. Therefore, regenerative braking can be performed while suppressing excessive rotation of the rotating electrical machine even in a high vehicle speed range where the rotation speed of the output member is high.

  As described above, according to this characteristic configuration, when the forward drive is performed, the output torque of the rotating electrical machine can be amplified and transmitted to the second drive wheel, and when the regenerative braking is performed, the rotational speed of the rotating electrical machine is reduced. Therefore, it is possible to secure a wide vehicle speed range in which regenerative braking can be performed while reducing the size of the rotating electrical machine with respect to the magnitude of torque that can be transmitted to the second drive wheel. Therefore, the efficiency as a vehicle drive device can be improved.

  Here, it is preferable to further include an engagement device that selectively fixes or separates the third rotating element with respect to the non-rotating member.

  By the way, if the third rotating element of the differential gear device is fixed to the non-rotating member, the output member and the second drive wheel are restricted from rotating in the negative direction by the action of the first one-way clutch and the second one-way clutch. And the vehicle cannot move backwards. However, according to this configuration, since the third rotating element of the differential gear device can be selectively separated from the non-rotating member, the output member and the second drive wheel are allowed to rotate in the negative direction, It becomes possible to reverse the vehicle. In addition, according to this vehicle drive device, the vehicle cannot move backward when the third rotating element of the differential gear device is fixed to the non-rotating member, and the vehicle is prevented from moving backward when starting on a slope. The so-called hill hold function can be easily realized.

  Further, the engagement device is more preferably a mechanism similar to a parking lock mechanism of an automatic transmission or a meshing engagement device such as a dog clutch. In this case, it is only necessary to provide a mechanism for switching the meshing state of the meshing engagement device as a configuration for switching the fixed state of the third rotating element of the differential gear device, and switch between the forward traveling state and the reverse traveling state of the vehicle. The mechanism for this can be simplified. Further, according to this vehicle drive device, as described above, the forward drive mode and the regenerative mode can be switched by the action of the two one-way clutches only by controlling the rotating electrical machine. As a whole, there is no need for a hydraulic pump or a hydraulic control device required when using a hydraulic engagement device such as a hydraulic clutch, or when an electromagnetic engagement device such as an electromagnetic clutch is used. Therefore, a control device or the like becomes unnecessary. Accordingly, it is easy to suppress a driving force loss due to the provision of the hydraulic pump or the like, and to realize a light and inexpensive vehicle driving device.

  Further, when the vehicle moves backward, it is preferable that the third rotation element is separated from the non-rotating member by releasing the engagement device.

  According to this configuration, the state where the output member and the second drive wheel are restricted from rotating in the negative direction by the action of the two one-way clutches can be released, and the vehicle can be moved backward.

  The rotating electrical machine is configured to be capable of outputting torque at a predetermined drive upper limit rotational speed or less, and the vehicle is configured to perform the first drive in a vehicle speed range where the rotational speed of the rotating electrical machine is greater than the drive upper limit rotational speed. It is preferable that the vehicle travels only by driving the first drive wheel by the device.

  According to this configuration, when the forward drive mode is executed, the output torque of the rotating electrical machine can be amplified and transmitted to the second drive wheel while preventing the rotating electrical machine from over-rotating, and the rotational speed of the rotating electrical machine can be reduced. It is possible to drive the vehicle even in a vehicle speed range in which is greater than the drive upper limit rotational speed. Further, according to this vehicle drive device, the rotational speed of the rotating electrical machine in the regeneration mode can be kept lower than that in the forward drive mode. Regenerative braking can be performed while preventing over-rotation of the electric machine.

  Further, the rotating electric machine rotates in the positive direction and outputs a torque in the positive direction, whereby the first one-way clutch is engaged, and the input member and the first rotating element are drivingly connected. The second one-way clutch is engaged when the forward drive mode in which a positive torque is transmitted to the output member rotating in the positive direction and the rotating electric machine outputs a negative torque while rotating in the positive direction. It is preferable that the input member and the second rotating element are drive-coupled and a regenerative mode in which a negative torque of the rotating electrical machine is transmitted to the output member that rotates in a positive direction can be switched. .

  According to this configuration, the forward drive mode in which the output torque of the rotating electrical machine can be amplified and transmitted to the second drive wheel, and the regenerative mode in which the rotational speed of the rotating electrical machine can be kept lower than the forward drive mode. It is possible to switch appropriately according to the direction of the output torque of the rotating electrical machine. Therefore, it is possible to secure a wide vehicle speed range in which regenerative braking can be performed while reducing the size of the rotating electrical machine with respect to the magnitude of torque that can be transmitted to the second drive wheel. Therefore, the efficiency as a vehicle drive device can be improved.

  In addition, the third rotating element is separated from the non-rotating member, and the second one-way clutch is engaged by outputting the torque in the negative direction while the rotating electrical machine rotates in the negative direction so that the input member and the input member are It is preferable that the second rotational element is drivingly connected, and a reverse drive mode in which a negative torque of the rotating electrical machine is transmitted to the output member rotating in the negative direction is executable.

  According to this configuration, not only can the third rotating element of the differential gear device be separated from the non-rotating member to drive the vehicle backward, but also the negative rotation and torque of the rotating electrical machine can be transmitted to the output member and the first rotating gear. The vehicle can be driven by transmitting to the two drive wheels. Therefore, the vehicle can be moved backward without using the first drive device, or the vehicle can be moved backward in cooperation with the first drive device.

  The differential gear device further includes another rotating element in addition to the first rotating element, the second rotating element, and the third rotating element, and the other rotating element is the output member. It is preferable that the intermediate rotating element is configured to be positioned between the second rotating element and the third rotating element in order of rotational speed.

  According to this configuration, when the differential gear device has at least four rotating elements, the output member is connected to the intermediate rotating element as another rotating element different from the second rotating element to which the input member is drivingly connected in the regeneration mode. Therefore, the degree of freedom in setting the gear ratio between the rotating electrical machine and the output member can be increased. In addition, according to this configuration, the intermediate rotation element to which the output member is drivingly connected is positioned between the second rotation element and the third rotation element in the order of the rotation speed. Thereby, it can be set as the structure by which rotation of a rotary electric machine is decelerated by the gear ratio smaller than the said forward drive mode in the said regeneration mode, and is transmitted to an output member. Therefore, also in the regeneration mode, the rotation of the output member can be accelerated and transmitted to the rotating electrical machine, and the regeneration efficiency by the rotating electrical machine can be increased.

  Another vehicle drive device according to the present invention as a second drive device that is mounted on a vehicle that drives a first drive wheel by a first drive device and that drives a second drive wheel different from the first drive wheel. One characteristic configuration includes a rotating electric machine, an input member that is drivingly connected to the rotor of the rotating electric machine, an output member that is drivingly connected to the second drive wheel, and at least a first rotating element and a second rotating speed in this order. A differential gear device having three rotating elements, an element and a third rotating element, a first one-way clutch, and a second one-way clutch, wherein the input member is connected to the first one-way clutch via the first one-way clutch. Selectively drivingly connected to one rotating element, and selectively drivingly connected to the second rotating element via the second one-way clutch, and the third rotating element is fixed to a non-rotating member; Is square The first one-way clutch is engaged to drive and connect the input member and the first rotating element so that the positive torque of the rotating electrical machine is in the positive direction. A forward drive mode in which the rotation of the rotating electrical machine is decelerated and transmitted to the output member while being transmitted to the rotating output member, and the rotating electrical machine outputs a negative torque while rotating in the positive direction. When the second one-way clutch is engaged, the input member and the second rotating element are drivingly connected, and the negative torque of the input member is transmitted to the output member rotating in the positive direction and the rotating electrical machine The rotation mode is shifted at a speed ratio smaller than that in the forward drive mode, or is regeneratively transmitted to the output member while maintaining the same speed.

  In the present application, the “transmission ratio” is a ratio at which the rotation transmitted from one member to another member is decelerated, and the rotation of the one member is greatly decelerated as the value of the transmission ratio increases. Is transmitted to. When the gear ratio is 1, the rotation of one member is transmitted to the other members at the same speed. If the gear ratio is smaller than 1, the rotation of the one member increases as the value of the gear ratio decreases. The speed is increased and transmitted to other members. Therefore, in the configuration in which “the rotation of the rotating electrical machine is shifted at a speed ratio smaller than that in the forward drive mode” in this characteristic configuration, the speed is increased in addition to the configuration in which the speed is reduced at a speed ratio smaller than that in the forward drive mode. Configuration is also included.

  According to this characteristic configuration, the forward output torque of the rotating electrical machine can be amplified and transmitted to the second drive wheel in the forward drive mode. Therefore, it is possible to reduce the size of the rotating electrical machine with respect to the magnitude of torque that can be transmitted to the second drive wheel. Further, according to this characteristic configuration, the rotation of the rotating electrical machine can be changed (decelerated or increased) at a speed ratio smaller than that in the forward drive mode in the regeneration mode, or can be transmitted to the output member at the same speed. Therefore, the rotational speed of the rotating electrical machine in the regenerative mode can be kept lower than the rotational speed of the rotating electrical machine in the forward drive mode, and the rotating electrical machine It becomes possible to perform regenerative braking while suppressing over-rotation. Therefore, according to this characteristic configuration, when the forward drive is performed, the output torque of the rotating electrical machine can be amplified and transmitted to the second drive wheel, and when the regenerative braking is performed, the rotational speed of the rotating electrical machine is kept low. Therefore, it is possible to secure a wide vehicle speed range in which regenerative braking can be performed while reducing the size of the rotating electrical machine with respect to the magnitude of torque that can be transmitted to the second drive wheel. Therefore, the efficiency as a vehicle drive device can be improved.

  Here, an engagement device that selectively fixes or separates the third rotation element with respect to the non-rotation member is further provided, and the engagement device is released when the vehicle moves backward, and the third rotation element Is preferably separated from the non-rotating member.

  According to this configuration, the third rotating element of the differential gear device is separated from the non-rotating member by releasing the engagement device, and the output member and the second drive wheel are moved in the negative direction by the action of the two one-way clutches. It is possible to cancel the state where the rotation is restricted. As a result, the output member and the second drive wheel are allowed to rotate in the negative direction, and the vehicle can be moved backward appropriately. In addition, according to this vehicle drive device, the vehicle cannot move backward when the third rotating element of the differential gear device is fixed to the non-rotating member, and the vehicle is prevented from moving backward when starting on a slope. The so-called hill hold function can be easily realized.

  Further, the engagement device is released to separate the third rotating element from the non-rotating member, and the rotating electric machine outputs negative torque while rotating in the negative direction, whereby the second one-way clutch is engaged. In combination, the input member and the second rotating element are drivingly connected, and it is preferable that the reverse drive mode in which the negative torque of the rotating electrical machine is transmitted to the output member rotating in the negative direction is further switchable. It is.

  According to this configuration, not only can the third rotating element of the differential gear device be separated from the non-rotating member to drive the vehicle backward, but also the negative rotation and torque of the rotating electrical machine can be transmitted to the output member and the first rotating gear. The vehicle can be driven by transmitting to the two drive wheels. Therefore, the vehicle can be moved backward without using the first drive device, or the vehicle can be moved backward in cooperation with the first drive device.

  The rotating electrical machine is configured to be capable of outputting torque at a predetermined drive upper limit rotational speed or less, and the vehicle is configured to perform the first drive in a vehicle speed range where the rotational speed of the rotating electrical machine is greater than the drive upper limit rotational speed. It is preferable that the vehicle travels only by driving the first drive wheel by the device.

  According to this configuration, when the forward drive mode is executed, the output torque of the rotating electrical machine can be amplified and transmitted to the second drive wheel while preventing the rotating electrical machine from over-rotating, and the rotational speed of the rotating electrical machine is reduced. The vehicle can be driven even in a vehicle speed range that is greater than the drive upper limit rotational speed. Further, according to this vehicle drive device, the rotational speed of the rotating electrical machine in the regeneration mode can be suppressed lower than that in the forward drive mode. Therefore, during the travel of the vehicle by such a first drive device, Regenerative braking can be performed while preventing over-rotation.

1 is a skeleton diagram illustrating a configuration of a vehicle drive device according to a first embodiment of the present invention. It is a mimetic diagram showing a schematic structure of a drive device carried in vehicles concerning a first embodiment. It is a block diagram which shows the structure of the control system of the vehicle drive device which concerns on 1st embodiment. It is an operation | movement table showing the state in each mode of each part of the vehicle drive device which concerns on 1st embodiment. It is a velocity diagram of the differential gear apparatus with which the vehicle drive device which concerns on 1st embodiment is provided. It is a velocity diagram of the differential gear apparatus with which the vehicle drive device which concerns on 1st embodiment is provided. It is a figure which shows the feasible area | region of the forward drive mode and regeneration mode which concern on 1st embodiment. It is a skeleton figure which shows the structure of the vehicle drive device which concerns on 2nd embodiment of this invention. It is an operation | movement table showing the state in each mode of each part of the vehicle drive device which concerns on 2nd embodiment. It is a velocity diagram of the differential gear apparatus with which the vehicle drive device which concerns on 2nd embodiment is provided. It is a velocity diagram of the differential gear apparatus with which the vehicle drive device which concerns on 2nd embodiment is provided. It is a schematic diagram which shows schematic structure of the drive device mounted in the vehicle which concerns on other embodiment of this invention.

1. First Embodiment First, a first embodiment of the present invention will be described with reference to the drawings. A vehicle drive device 1 according to the present invention is mounted on a vehicle 3 that drives a first drive wheel W1 by a first drive device 2, and drives a second drive wheel W2 that is different from the first drive wheel W1. Functions as a driving device. In the present embodiment, as shown in FIG. 2, two vehicle drive devices 1 are provided for the vehicle 3 that drives the left and right front wheels as the first drive wheels W <b> 1 by the first drive device 2 including the engine 21 as a driving force source. It is mounted and provided to drive the right rear wheel and the left rear wheel as the second drive wheel W2.

  More specifically, the first drive device 2 of the vehicle 3 includes an engine 21 as a driving force source, and a transaxle unit 22 that transmits the rotation and torque of the engine 21 to the left and right front wheels as the first drive wheels W1. Yes. Here, the engine 21 is an internal combustion engine driven by fuel combustion, and for example, a gasoline engine or a diesel engine is used. The transaxle unit 22 is a stepped or continuously variable transmission that changes the output rotation of the engine 21 at various gear ratios, and an output differential gear that distributes the output rotation and output torque of the transmission to the left and right front wheels. Equipment. Further, in the vehicle 3, as the second drive device, a right drive device 1R that drives the right rear wheel as the right second drive wheel W2R and a left drive that drives the left rear wheel as the left second drive wheel W2L. The two vehicle drive devices 1 of the device 1L are mounted. FIG. 1 is a skeleton diagram showing the configuration of the vehicle drive device 1 according to the present embodiment. In this drawing, the configuration of the lower half symmetric with respect to the axis of the output member O is omitted. Hereinafter, the configuration of each part of the vehicle drive device 1 will be described in detail. The right driving device 1R and the left driving device 1L are exactly the same except that the configuration of each part is mirror-symmetric with respect to the center in the width direction of the vehicle 3, and therefore it is not necessary to distinguish between them in the following. As long as it is described simply as the vehicle drive device 1.

1-1. First, a mechanical configuration of each part of the vehicle drive device 1 will be described. As shown in FIG. 1, the vehicle drive device 1 includes a rotating electrical machine MG, an input member I that is drivingly connected to the rotor Ro of the rotating electrical machine MG, and an output member O that is drivingly connected to the second drive wheel W2. A differential gear device DG, a first one-way clutch F1, a second one-way clutch F2, and a brake device B. Each configuration of the vehicle drive device 1 is housed in a case CS as a non-rotating member fixed to the vehicle 3. In the present embodiment, the input member I is drivingly connected so as to rotate integrally with the rotor Ro, and the output member O is drivingly connected so as to rotate integrally with the second drive wheel W2.

  The rotating electrical machine MG includes a stator St fixed to the case CS and a rotor Ro that is rotatably supported on the radially inner side of the stator St. The rotor Ro of the rotating electrical machine MG is drivingly connected so as to rotate integrally with the input member I. Although not shown, the input member I is rotatably supported by the case CS via a bearing, and is configured as a support member that rotatably supports the rotor Ro with respect to the case CS. The input member I is selectively drivingly connected to the first sun gear S1 of the differential gear unit DG via the first one-way clutch F1, and the second sun gear of the differential gear unit DG via the second one-way clutch F2. Selectively coupled to S2. Here, the first one-way clutch F1 and the second one-way clutch F2 are arranged side by side so as to be adjacent to each other in the axial direction, and the input member I is disposed in the vicinity of the radially inner end portion. Drive-coupled so as to rotate integrally with each outer ring of the clutch F2.

  In the present embodiment, the differential gear device DG includes four rotating elements. Here, the differential gear device DG is configured such that two sets of single pinion type planetary gear mechanisms share a carrier CA and a ring gear RI. Specifically, the differential gear device DG includes two sun gears, a first sun gear S1 and a second sun gear S2, a ring gear RI, a first pinion gear P1 that meshes with the first sun gear S1, a second sun gear S2, and a ring gear. A second pinion gear P2 that meshes with both the RI and a carrier CA that supports the first pinion gear P1 and the second pinion gear P2 in common are provided. Here, the ratio of the number of teeth of the sun gear and the number of teeth of the ring gear constituting the planetary gear mechanism is defined as the number of teeth ratio of the planetary gear mechanism (= [number of teeth of the sun gear] / [number of teeth of the ring gear]). In this case, as also shown in FIG. 5, the gear ratio λ1 of the first planetary gear mechanism constituted by the first sun gear S1, the carrier CA, and the ring gear RI is equal to the second sun gear S2, the carrier CA, and the ring gear RI. It is set smaller than the gear ratio λ2 of the second planetary gear mechanism constituted by Therefore, the order of the rotational speeds of the four rotating elements of the differential gear device DG is the order of the first sun gear S1, the second sun gear S2, the carrier CA, and the ring gear RI.

  The specific connection relationship of the rotating elements of the differential gear device DG is as follows. That is, the first sun gear S1 is selectively drivingly connected to the input member I via the first one-way clutch F1. The second sun gear S2 is selectively drive-coupled to the input member I via the second one-way clutch F2. The carrier CA is drivingly connected so as to rotate integrally with the output member O. The ring gear RI is selectively fixed to the case CS via the brake device B. Accordingly, in the present embodiment, the first sun gear S1 corresponds to the first rotating element E1 in the present invention, the second sun gear S2 corresponds to the second rotating element E2 in the present invention, and the ring gear RI corresponds to the third rotation in the present invention. Corresponds to element E3. Further, the carrier CA positioned between the first sun gear S1 (first rotating element E1) and the ring gear RI (third rotating element E3) in the order of the rotational speed and drivingly connected to the output member O is the present invention. It corresponds to the intermediate rotation element EM. Therefore, in the present embodiment, the intermediate rotating element EM is composed of another rotating element different from the second rotating element E2, and the second sun gear S2 (second rotating element E2) and the ring gear RI (third) in order of the rotation speed. It is arranged between the rotating element E3).

  The brake device B is a device that selectively fixes or separates the ring gear RI of the differential gear device DG to a case CS as a non-rotating member. That is, the ring gear RI is fixed to the case CS when the brake device B is engaged, and the ring gear RI is separated from the case CS in the released state. The brake device B corresponds to the engagement device in the present invention. In this embodiment, a meshing engagement device is used as the brake device B. Here, the meshing engagement device is a device that fixes the ring gear RI to the case CS by meshing the meshing portion on the case CS side and the meshing portion on the ring gear RI side, and is hydraulic in order to maintain the engaged state. And a device that does not require an engaging force such as electromagnetic force. As such a meshing engagement device, for example, a mechanism similar to a parking lock mechanism of an automatic transmission, a dog clutch, or the like is preferably used. As will be described later, the brake device B is engaged when the vehicle 3 moves forward, and is released when the vehicle 3 moves backward. Therefore, switching of the engaged state basically results in the vehicle 3 having a vehicle speed of zero. Only when the forward / reverse switching is performed, it is not necessary to switch the engagement state while the vehicle 3 is traveling. Therefore, there is no particular inconvenience even if a meshing engagement device is used as the brake device B.

  The first one-way clutch F1 restricts the input member I from rotating in the positive direction relative to the first sun gear S1 and allows the input member I and the first sun gear S1 to rotate in the negative direction. Between. The second one-way clutch F2 restricts the input member I from rotating relative to the second sun gear S2 in the negative direction and allows the input member I and the second sun gear S2 to rotate relative to the positive direction. Between. Thereby, as shown by the solid line arrow in FIG. 5, when the rotary electric machine MG rotates in the forward direction (forward direction) and outputs the torque TM in the forward direction, the input member I is applied to the first sun gear S1. The first one-way clutch F1 is engaged in an attempt to make a relative rotation in the forward direction, and the rotating electrical machine MG and the input member I are drivingly coupled so as to rotate integrally with the first sun gear S1. At this time, the rotational speeds of the rotating electrical machine MG and the input member I are higher than the rotational speed of the second sun gear S2 (on the positive side), so the second one-way clutch F2 is in the released state. On the other hand, as indicated by a broken line arrow in FIG. 5, when the rotary electric machine MG rotates in the positive direction and outputs the torque TM in the negative direction (reverse direction), the input member I is negative with respect to the second sun gear S2. The second one-way clutch F2 is engaged so as to rotate relative to the direction, and the rotating electrical machine MG and the input member I are drivingly connected so as to rotate integrally with the second sun gear S2. At this time, since the rotational speeds of the rotating electrical machine MG and the input member I are lower than the rotational speed of the first sun gear S1 (become negative), the first one-way clutch F1 is in the released state. As these one-way clutches, for example, various known types such as a roller type and a sprag type can be used.

  As will be described in detail later, the brake device B is engaged when the vehicle 3 moves forward. When the rotating electrical machine MG outputs a positive torque in this state, the first one-way clutch F1 is engaged and the positive torque of the rotating electrical machine MG is transmitted to the output member O, so that the second drive wheel W2 is positive. The forward drive mode is driven in the direction (forward direction). Further, when the rotating electrical machine MG outputs a negative torque from this state, the second one-way clutch F2 is engaged and the negative torque of the rotating electrical machine MG is applied to the second drive wheel W2 via the output member O. Regenerative mode is transmitted. Therefore, according to the vehicle drive device 1, in the state in which the output member O is rotating in the forward direction, that is, in the forward movement state of the vehicle 3, the forward drive mode and the regenerative mode are simply switched by switching the direction of the torque of the rotating electrical machine MG. And can be switched. In the present embodiment, when the vehicle 3 is driven forward by the first driving device 2 and the rotating electrical machine MG does not output torque, the driven forward mode is set.

  According to the configuration of the vehicle drive device 1 as described above, the meshing portion for transmitting the driving force from the rotating electrical machine MG to the second drive wheel W2 in the forward drive mode is the first sun gear S1 and the first sun gear S1. There are two locations between the first pinion gear P1 and between the second pinion gear P2 and the ring gear RI. Further, in the regenerative mode, the gear meshing position for transmitting the driving force from the rotary electric machine MG to the second driving wheel W2 is between the second sun gear S2 and the second pinion gear P2, and between the second pinion gear P2 and the ring gear RI. Are two places between. Therefore, in the vehicle drive device 1 according to the present embodiment, the gear meshing position from the rotary electric machine MG to the second drive wheel W2 is suppressed to two in both the forward drive mode and the regenerative mode. The driving force loss at the meshing location can be suppressed to a relatively low level.

  By the way, in the configuration of the first one-way clutch F1 and the second one-way clutch F2 as described above, the input member I has a rotational speed that is more positive than the first sun gear S1 and more negative than the second sun gear S2. It is not possible. Therefore, the input member I cannot rotate in the negative direction while the brake device B remains engaged, and the output member O and the second drive wheel W2 are also restricted from rotating in the negative direction. 3 can not go backwards. By utilizing this, a so-called hill hold function that prevents the vehicle 3 from moving backward when starting on a slope or the like can be easily realized without using the output of the rotating electrical machine MG. On the other hand, when the vehicle 3 moves backward, the brake device B is released and the ring gear RI of the differential gear device DG is separated from the case CS. Thereby, the output member O and the second drive wheel W2 are allowed to rotate in the negative direction, and the vehicle 3 can be moved backward. At this time, if the rotating electrical machine MG outputs torque in the negative direction, the reverse drive mode is set. If the vehicle 3 is driven backward by the first drive unit 2 and the rotating electrical machine MG does not output torque, the driven reverse mode is set. It becomes.

1-2. Next, the configuration of the control system of the vehicle drive device 1 will be described. This control system is configured to integrally control both the right driving device 1R and the left driving device 1L. Therefore, as shown in FIG. 3, the control system controls both the right rotating electrical machine MGR included in the right driving device 1R and the left rotating electrical machine MGL included in the left driving device 1L, and the right brake included in the right driving device 1R. It is configured to control both the device BR and the left brake device BL included in the left drive device 1L. Here, the control system includes a main control unit 31 for controlling the vehicle drive device 1. The main control unit 31 is connected to the first drive device control unit 32, the right rotating electrical machine control unit 33, the left rotating electrical machine control unit 34, and the brake control unit 35 in a state where information can be transmitted between them. Yes.

  The first drive device control unit 32 is a unit that controls the first drive device 2 and controls the engine 21 and the transaxle unit 22 included in the first drive device 2. Specifically, the first drive unit control unit 32 controls the engine 21 to output a desired rotation speed and torque, or controls to appropriately switch the transmission gear ratio of the transmission device provided in the transaxle unit 22. I do. The right rotating electrical machine control unit 33 controls the right inverter 36 so that the right rotating electrical machine MGR outputs a desired rotational speed and torque. The left rotating electrical machine control unit 34 controls the left inverter 37 so that the left rotating electrical machine MGL outputs a desired rotational speed and torque. The brake control unit 35 includes a switching mechanism for switching the engagement state of the right brake device BR provided in the right drive device 1R and the left brake device BL provided in the left drive device 1L, and a control command from the main control unit 31 is provided. The engagement or release of the right brake device BR and the left brake device BL is controlled based on the above.

  The right rotating electrical machine MGR is electrically connected to the battery 38 via the right inverter 36, and the left rotating electrical machine MGL is electrically connected to the battery 38 via the left inverter 37, respectively. The right-side rotating electrical machine MGR and the left-side rotating electrical machine MGL each function as a motor (electric motor) that generates power by receiving power supply, and as a generator (generator) that generates power by receiving power supply. It is possible to fulfill the function. As will be described later, the right rotating electrical machine MGR and the left rotating electrical machine MGL function as a motor or a generator in accordance with the relationship between the rotation direction and the torque direction, respectively. When the right rotating electrical machine MGR and the left rotating electrical machine MGL function as generators, the generated electric power is supplied to the battery 38 and charged. Further, when the right rotating electrical machine MGR and the left rotating electrical machine MGL function as motors, they are powered by the supply of electric power charged in the battery 38. The operation control of the right rotating electrical machine MGR is performed via the right rotating electrical machine control unit 33 and the right inverter 36 in accordance with a control command from the main control unit 31, and the operation control of the left rotating electrical machine MGL is performed by the main control unit 31. Is performed via the left rotating electrical machine control unit 34 and the left inverter 37. Note that the battery 38 is an example of a power storage device, and other power storage devices such as a capacitor may be used, or a plurality of types of power storage devices may be used in combination.

  By the way, generally, in the rotating electrical machine MG, the induced voltage generated in the coil increases as the rotational speed increases. When the induced voltage becomes high, it becomes impossible to flow a necessary voltage to the coil with only the power supply voltage, and the rotating electrical machine MG cannot be controlled appropriately. Therefore, it is possible to perform field-weakening control that weakens the field magnetic flux of the rotating electrical machine MG, or to provide a boosting device that boosts the power supply voltage, but in any case, the rotating electrical machine MG does not generate torque at a certain rotational speed or higher. Cannot output. Therefore, also in the present embodiment, the main control unit 31 outputs the torque when the rotating electrical machine MG (the right rotating electrical machine MGR and the left rotating electrical machine MGL) is equal to or lower than a predetermined drive upper limit rotational speed, and is a speed range larger than the drive upper limit rotational speed. Then, control is performed so that the rotating electrical machine MG does not output torque. Specifically, the main control unit 31 controls the rotating electrical machine MG to output a desired torque in a rotational speed range equal to or lower than the drive upper limit rotational speed, and in the rotational speed range higher than the drive upper limit rotational speed, The rotor Ro is controlled to idle. In other words, the rotating electrical machine MG is configured to be able to output torque at a predetermined drive upper limit rotational speed or less and not to output torque at a rotational speed higher than the drive upper limit rotational speed. Thereby, the over-rotation of the rotary electric machine MG is suppressed.

  The main control unit 31 is configured to be able to acquire information from sensors and the like provided in each part of the vehicle 3 in order to acquire information of each part of the vehicle 3 on which the vehicle drive device 1 is mounted. . In the illustrated example, the main control unit 31 includes a right rotating electrical machine rotation sensor Se1, a left rotating electrical machine rotation sensor Se2, a vehicle speed sensor Se3, a battery state detection sensor Se4, an accelerator operation detection sensor Se5, a brake operation detection sensor Se6, and a shift position. Information from the detection sensor Se7 can be acquired. The right rotating electrical machine rotation sensor Se1 and the left rotating electrical machine rotation sensor Se2 are sensors that detect the rotational speeds of the right rotating electrical machine MGR and the left rotating electrical machine MGL, respectively. The vehicle speed sensor Se3 is a sensor that detects the vehicle speed by detecting the rotation speed of the wheel such as the first drive wheel W1 or a member that rotates at a speed proportional to the wheel. The battery state detection sensor Se4 is a sensor for detecting a state such as a charge amount of the battery 38, and includes, for example, a voltage sensor or a current sensor. The accelerator operation detection sensor Se5 is a sensor for detecting the operation amount of the accelerator pedal 46. The brake operation detection sensor Se6 is a sensor for detecting an operation amount of the brake pedal 47 that is interlocked with a wheel brake (not shown). The shift position detection sensor Se7 is a sensor for detecting the selected position of the shift lever 48 of the vehicle 3.

  The main control unit 31 selects an appropriate operation mode using information acquired by the sensors Se1 to Se7. The main control unit 31 controls the driving state of the right rotating electrical machine MGR and the left rotating electrical machine MGL via the right rotating electrical machine control unit 33 and the left rotating electrical machine control unit 34, or the right brake using the brake control unit 35. By controlling the engagement state of the device BR and the left brake device BL, the right drive device 1R and the left drive device 1L are controlled to operate in the selected operation mode. The main control unit 31 is selected by cooperatively controlling the operation state of the first drive device 2 and the operation states of the right drive device 1R and the left drive device 1L via the first drive device control unit 32. The traveling state of the vehicle 3 is controlled so that appropriate traveling is performed according to the operation mode.

  In the present embodiment, the main control unit 31 includes a battery state detection unit 41, a mode selection unit 42, and an operation control unit 43 as functional units for executing various controls related to the vehicle drive device 1. Each of these functional units included in the main control unit 31 is a hardware or software function unit for performing various processing on input data using an arithmetic processing unit such as an MPU (Micro Processing Unit) as a core member. Software (program) or both. Further, the main control unit 31 includes a storage unit 44, and a control map 45 used for determining an operation mode according to the state of each part of the vehicle is stored in the storage unit 44.

  The battery state detection unit 41 estimates and detects a battery state such as a charge amount of the battery 38 based on information such as a voltage value and a current value output from the battery state detection sensor Se4. Here, the battery charge amount is generally called an SOC (state of charge), and is obtained, for example, as the ratio of the remaining charge to the charge capacity of the battery 38.

  The mode selection unit 42 selects an appropriate operation mode according to the control map 45 according to the state of each part of the vehicle. In the present embodiment, the mode selection unit 42 includes the vehicle 3 such as the required driving force, the vehicle speed, the rotational speed of the rotating electrical machine MG (the right rotating electrical machine MGR and the left rotating electrical machine MGL), the battery charging state, the selected position of the shift lever 48, and the like. Depending on the driving conditions, an appropriate operation mode is selected from the five operation modes described later. The contents of each operation mode will be described later in detail. Here, the requested driving force is a value representing the driving force (torque) requested by the driver for the vehicle 3, and based on outputs from the accelerator operation detection sensor Se5 and the brake operation detection sensor Se6, the mode selection unit. 42 calculates and obtains. The vehicle speed is detected by a vehicle speed sensor Se3. In addition to the above, it is also preferable to use various conditions such as the temperature of the rotating electrical machine MG, the oil temperature, the cooling water temperature, and the like as the running conditions referred to when selecting the mode.

  The operation control unit 43 controls the driving state of the right rotating electrical machine MGR and the left rotating electrical machine MGL according to the operation mode selected by the mode selection unit 42, or the engagement state of the right brake device BR and the left brake device BL. To control. Here, the rotational speed and torque of each rotating electrical machine MGR, MGL are controlled as the drive states of the right rotating electrical machine MGR and the left rotating electrical machine MGL. Thus, the right driving device 1R and the left driving device 1L are controlled so as to operate appropriately in the selected operation mode.

1-3. Operation Mode of Vehicle Drive Device Next, operation modes that can be realized by the vehicle drive device 1 according to the present embodiment will be described. FIG. 4 is an operation table showing the engagement states of the engagement elements F1, F2, and B in each mode and the directions of the torque TM and the rotation speed RM as the operation state of the rotating electrical machine MG. In FIG. 4, “◯” indicates that each engaging element is in an engaged state, “×” indicates that each engaging element is in a released (disengaged) state, and “Δ” indicates each engaging element. It shows that the combined element is in a state that can be in either the engaged state or the released state. In FIG. 4, “+” indicates that the torque TM or the rotational speed RM of the rotating electrical machine MG is in the positive direction, and “−” indicates that the torque TM or the rotational speed RM of the rotating electrical machine MG is in the negative direction. “No mark” indicates that the direction of the torque TM or the rotational speed RM of the rotating electrical machine MG may be any. As shown in FIG. 4, in this embodiment, the vehicle drive device 1 can switch between five modes of “forward drive”, “driven forward”, “regeneration”, “reverse drive”, and “driven backward”. In preparation.

  5 and 6 show velocity diagrams of the differential gear device DG included in the vehicle drive device 1, and FIG. 5 shows velocity diagrams in the forward drive mode, the driven forward mode, and the regenerative mode. Shows velocity diagrams in the reverse drive mode and the driven reverse mode, respectively. In these velocity diagrams, the vertical axis corresponds to the rotational speed of each rotating element. That is, “0” described corresponding to the vertical axis indicates that the rotational speed is zero, with the upper side being positive and the lower side being negative. Each of the plurality of vertical lines arranged in parallel corresponds to each rotation element of the differential gear device DG, that is, the first sun gear S1, the second sun gear S2, the carrier CA, and the ring gear RI. The interval between the vertical lines corresponding to each rotating element corresponds to the tooth number ratio λ1 of the first planetary gear mechanism and the tooth number ratio λ2 of the second planetary gear mechanism constituting the differential gear device DG. . In the lower part of FIG. 5, the tooth number ratios λ1 and λ2 are shown. Here, the ratio of the number of teeth of each planetary gear mechanism is the ratio of the number of teeth of the sun gear and the number of teeth of the ring gear constituting the planetary gear mechanism (= [number of teeth of the sun gear] / [number of teeth of the ring gear]). . These tooth number ratios λ1 and λ2 are appropriately set according to the characteristics of the rotating electrical machine MG, the vehicle 3, and the like.

  In FIG. 5, a straight line L1 indicates the operation state of the differential gear device DG in the forward drive mode, the regeneration mode, and the driven forward mode. In FIG. 6, a solid straight line L2 indicates the operating state of the differential gear device DG in the reverse drive mode, and a broken straight line L3 indicates the operating state of the differential gear device DG in the driven reverse mode. In these speed diagrams, “◯” represents the rotational speed of the rotating electrical machine MG (MG rotational speed RM), “☆” represents the rotational speed of the output member O, and “×” represents the ring gear RI in the case CS by the brake device B. Each of the fixed states is shown. In addition, the arrows arranged adjacent to the points indicating the rotational speeds of the respective rotating elements in these velocity diagrams indicate the directions of torques acting on the respective rotating elements during traveling in the respective operation modes, and the upward arrows are correct. The torque in the direction is represented, and the downward arrow represents the torque in the negative direction. The arrow with “TM” is transmitted from the rotating electrical machine MG to the first sun gear S1 or the second sun gear S2, and the arrow with “TO” is transmitted from the output member O to the carrier CA. The running torque TO is shown. In FIG. 5, the MG rotation speed RM, the MG torque TM, and the traveling torque TO in the regeneration mode are indicated by a broken line “◯” or an arrow in order to distinguish between the forward drive mode and the regeneration mode. In FIG. 6, the traveling torque TO in the driven reverse mode is indicated by a broken-line arrow in order to distinguish the reverse drive mode and the driven reverse mode.

  Here, both the forward drive mode and the regenerative mode are modes that are selected while the vehicle 3 is moving forward. In the forward drive mode, the rotating electrical machine MG outputs the MG torque TM in the positive direction and outputs the positive direction. On the other hand, in the regenerative mode, the rotating electrical machine MG outputs a negative MG torque TM and transmits it to the output member O rotating in the positive direction. The driven forward mode is also a mode that is selected in a state where the vehicle 3 is moving forward, but the rotating electrical machine MG basically does not output torque (MG torque TM = 0), and the first drive device 2 performs the first operation. The drive wheel W1 is driven forward. The reverse drive mode and the driven reverse mode are both modes that are selected when the vehicle 3 is moving backward, but in the reverse drive mode, the rotating electrical machine MG outputs a negative MG torque TM and rotates in the negative direction. However, in the driven reverse mode, the rotating electrical machine MG basically does not output torque (MG torque TM = 0), and the first drive wheel 2 is driven backward by the first drive unit 2. Is done. Each of these operation modes is selected by the mode selection unit 42 of the main control unit 31, and switching to the selected mode is performed based on a control command from the operation control unit 43 of the main control unit 31. The state (MG torque TM and MG rotation speed RM) is controlled, or the engagement state of the brake device B is controlled. At this time, the main control unit 31 performs cooperative control between the first drive device 2 and the vehicle drive device 1 in cooperation with the first drive device control unit 32. Hereinafter, the operation state of the vehicle drive device 1 in each operation mode will be described in detail. In the present embodiment, as described above, since the input member I rotates integrally with the rotor Ro of the rotating electrical machine MG, the rotational speed of the input member I matches the MG rotational speed RM. Therefore, hereinafter, the rotational speeds of the input member I and the rotating electrical machine MG will be described simply as “MG rotational speed RM”.

1-4. Forward drive mode In the forward drive mode, the first one-way clutch F1 is engaged by outputting positive torque (MG torque TM> 0) while the rotating electrical machine MG rotates in the positive direction (MG rotational speed RM> 0). In this mode, the input member I and the first sun gear S1 are drivingly connected, and the torque in the positive direction of the rotating electrical machine MG is transmitted to the output member O that rotates in the positive direction. In this forward drive mode, the rotation of the rotating electrical machine MG is decelerated and transmitted to the output member O, and the gear ratio at that time is set larger than that in the regenerative mode described later. Therefore, in this forward drive mode, the rotating electrical machine MG functions as a motor, and the differential gear device DG transmits the output torque (MG torque TM) of the rotating electrical machine MG to the output member O and the rotational speed (MG) of the rotating electrical machine MG. It functions as a speed reducer for decelerating and transmitting the rotational speed RM) to the output member O.

  As shown in FIGS. 4 and 5, in the forward drive mode, the brake device B is engaged, the MG rotation speed RM is positive (RM> 0), and the MG torque TM is positive (TM> 0). . When the MG torque TM becomes positive, the MG rotation speed RM increases and tries to increase in the positive direction even after the rotation speed coincides with the rotation speed of the first sun gear S1. Thereby, the input member I tries to rotate relative to the first sun gear S1 in the positive direction, and the first one-way clutch F1 is engaged. FIG. 5 shows the MG rotation speed RM in this forward drive mode as “RMA”. At this time, the rotational speed of the second sun gear S2 is lower than the MG rotational speed RM (RMA) (on the negative side). That is, the input member I is in a state of rotating in the positive direction relative to the second sun gear S2, and the second one-way clutch F2 is in a released state. Therefore, in the forward drive mode, the rotating electrical machine MG and the input member I are in a drive-coupled state so as to rotate integrally with the first sun gear S1 via the first one-way clutch F1.

  As described above, the order of the rotational speeds of the four rotating elements of the differential gear device DG is the order of the first sun gear S1, the second sun gear S2, the carrier CA, and the ring gear RI. In this forward drive mode, the rotary electric machine MG and the input member I are drivingly connected to the first sun gear S1, the output member O is drivingly connected to the carrier CA, and the ring gear RI is fixed to the case CS by the brake device B. Accordingly, the rotational speed RM (RMA) of the rotating electrical machine MG is decelerated by the differential gear device DG, and the torque TA is amplified and transmitted to the output member O. Specifically, in the forward drive mode, the MG rotation speed RM is reduced to λ1 / (1 + λ1) times and transmitted to the output member O. Accordingly, the MG torque TM is amplified by (1 + λ1) / λ1 times and transmitted to the output member O. The gear ratio from the rotating electrical machine MG to the output member O in this forward drive mode is (1 + λ1) / λ1. “Λ1” is the gear ratio λ1 of the first planetary gear mechanism including the first sun gear S1, the carrier CA, and the ring gear RI.

  As described above, in the forward drive mode, the MG torque TM can be amplified and transmitted to the output member O and the second drive wheel W2 by decelerating the MG rotation speed RM (RMA). Therefore, in this forward drive mode, the output torque of the rotating electrical machine MG can be amplified and transmitted to the second driving wheel W2, and the rotating electrical machine MG can be transmitted to the magnitude of the torque that can be transmitted to the second driving wheel W2. It becomes possible to reduce the size.

  By the way, in this forward drive mode, the MG rotational speed RM (RMA) is decelerated and transmitted to the output member O, and therefore the MG rotational speed RM (RMA) with respect to the rotational speed of the output member O and the second drive wheel W2. Is relatively high. Further, as described above, the rotating electrical machine MG is configured to be able to output torque at a predetermined drive upper limit rotational speed or less, and does not output torque at a rotational speed higher than the drive upper limit rotational speed. Therefore, the vehicle speed range in which the vehicle drive device 1 can execute the forward drive mode is limited to the relatively low vehicle speed side. That is, as shown in FIG. 7, the vehicle drive device 1 can drive the second drive wheel W2 by the rotating electrical machine MG by executing the forward drive mode in the vehicle speed range below the first drive upper limit vehicle speed VL1. In the vehicle speed range higher than the first drive upper limit vehicle speed VL1, the second drive wheel W2 cannot be driven by the rotating electrical machine MG. Here, the first drive upper limit vehicle speed VL1 is a vehicle speed at which the MG rotation speed RM becomes the drive upper limit rotation speed in the forward drive mode in which the MG rotation speed RM is transmitted to the output member O via the first one-way clutch F1. . Therefore, the vehicle 3 according to the present embodiment travels only by driving the first drive wheels W1 by the first drive device 2 in a vehicle speed range higher than the first drive upper limit vehicle speed VL1. At this time, the vehicle drive device 1 is controlled to operate in a driven forward mode, which will be described later. Thereby, it is possible to cause the vehicle 3 to travel even in a vehicle speed range where the rotational speed of the rotating electrical machine MG is larger than the drive upper limit rotational speed while preventing the rotating electrical machine MG from over-rotating. Further, when the vehicle 3 decelerates or brakes from the driving state of the vehicle 3 in the forward drive mode, the vehicle drive device 1 is controlled to operate in a regenerative mode described later.

  On the other hand, in the vehicle speed range below the first drive upper limit vehicle speed VL1, by driving the vehicle drive device 1 in the forward drive mode, the vehicle 3 drives the first drive wheels W1 and the vehicle drive by the first drive device 2. The vehicle can travel by both driving the second drive wheel W2 by the device 1. Accordingly, the forward drive mode is used when the vehicle speed is between zero and the first drive upper limit vehicle speed VL1. The vehicle drive device 1 limits the vehicle speed range that operates in the forward drive mode in this way, thereby shifting (decelerating) the rotation of the rotating electrical machine MG at a relatively large speed ratio as described above, thereby outputting the output member O. Thus, both the reduction in size of the rotating electrical machine MG and the securing of the driving force transmitted to the second drive wheel W2 are achieved. In such a vehicle speed range below the first drive upper limit vehicle speed VL1, the vehicle 3 can be driven only by the vehicle drive device 1 or the vehicle 3 can be driven only by the first drive device 2 depending on the situation. Is possible.

1-5. Followed forward mode In the driven forward mode, control is performed so that the rotor Ro of the rotating electrical machine MG is idled in the vehicle drive device 1 while the first drive wheel W1 is driven in the forward direction by the first drive device 2. In this mode, the output member O is idled and the vehicle 3 is driven only by the driving force of the first driving device 2. As described above, the driven forward mode is executed in a vehicle speed range higher than the first drive upper limit vehicle speed VL1. As shown in FIG. 4, in the driven forward mode, the brake device B is engaged, and the MG rotation speed RM is positive (RM> 0). Thus, in the driven forward mode, the velocity diagram of the vehicle drive device 1 is the same as that in FIG. However, in this driven forward mode, the rotating electrical machine MG has the MG rotational speed RM within the rotational speed range between the rotational speed of the first sun gear S1 and the rotational speed of the second sun gear S2, and is transmitted to the output member O. The controlled MG torque TM is controlled to be substantially zero (TM≈0). In this driven forward mode, as shown in FIG. 4, the first one-way clutch F1 and the second one-way clutch F2 may be in either the engaged state or the released state. For example, the MG rotation speed RM coincides with the rotation speed of the second sun gear S2, which is the lower limit of the rotation speed range, and the rotor Ro is driven by the rotation of the second sun gear S2 with the second one-way clutch F2 engaged. It is preferable to control the rotating electrical machine MG so that the rotation and the transmission of torque from the rotor Ro to the second sun gear S2 become substantially zero.

1-6. Regeneration mode In the regeneration mode, the second one-way clutch F2 is engaged by outputting negative torque (MG torque TM <0) while the rotating electrical machine MG rotates in the positive direction (MG rotational speed RM> 0). In this mode, the input member I and the second sun gear S2 are drivingly connected, and the torque in the negative direction of the rotating electrical machine MG is transmitted to the output member O that rotates in the positive direction. In the present embodiment, even in this regeneration mode, the rotation of the rotating electrical machine MG is decelerated and transmitted to the output member O. Therefore, in this regeneration mode, the rotating electrical machine MG functions as a generator, and the differential gear device DG transmits the output torque (MG torque TM) of the rotating electrical machine MG to the output member O and the rotational speed (MG rotation) of the rotating electrical machine MG. It functions as a speed reducing device for decelerating the speed RM) and transmitting it to the output member O. However, in this regeneration mode, the speed ratio until the rotation of the rotating electrical machine MG is transmitted to the output member O is set smaller than the speed ratio in the forward drive mode.

  As shown in FIGS. 4 and 5, in the regeneration mode, the brake device B is engaged, the MG rotation speed RM is positive (RM> 0), and the MG torque TM is negative (TM <0). When the MG torque TM becomes negative, the MG rotation speed RM decreases, and even when it matches the rotation speed of the second sun gear S2, it further attempts to decrease in the negative direction. As a result, the input member I tries to rotate relative to the second sun gear S2 in the negative direction, and the second one-way clutch F2 is engaged. In FIG. 5, the MG rotation speed RM in this regeneration mode is shown as “RMB”. At this time, the rotational speed of the first sun gear S1 is higher than the MG rotational speed RM (RMB) (on the positive side). That is, the input member I is in a state of rotating in the negative direction relative to the first sun gear S1, and the first one-way clutch F1 is in a released state. Accordingly, in the regenerative mode, as indicated by a broken line “◯” in FIG. 5, the rotating electrical machine MG and the input member I are drivingly connected to rotate integrally with the second sun gear S2 via the second one-way clutch F2. It becomes.

  As described above, the order of the rotational speeds of the four rotating elements of the differential gear device DG is the order of the first sun gear S1, the second sun gear S2, the carrier CA, and the ring gear RI. In this regeneration mode, the rotary electric machine MG and the input member I are drivingly connected to the second sun gear S2, the output member O is drivingly connected to the carrier CA, and the ring gear RI is fixed to the case CS by the brake device B. Therefore, the rotational speed RM (RMB) of the rotating electrical machine MG is decelerated and transmitted to the output member O by the differential gear device DG, and the rotational speed of the output member O is increased and transmitted to the rotating electrical machine MG. Therefore, the torque TA of the rotating electrical machine MG is amplified and transmitted to the output member O, and the traveling torque TO acting on the output member O is attenuated and transmitted to the rotating electrical machine MG. Specifically, in the regeneration mode, the MG rotation speed RM is decelerated to λ2 / (1 + λ2) times and transmitted to the output member O, and the rotation speed of the output member O is increased to (1 + λ2) / λ2 times. Is transmitted to the rotating electrical machine MG. Therefore, the MG torque TM is amplified (1 + λ2) / λ2 times and transmitted to the output member O, and the traveling torque TO is attenuated by λ2 / (1 + λ2) times and transmitted to the rotating electrical machine MG. The speed ratio from the rotary electric machine MG to the output member O in this regeneration mode is (1 + λ2) / λ2. “Λ2” is the tooth number ratio λ2 of the second planetary gear mechanism constituted by the second sun gear S2, the carrier CA, and the ring gear RI, and is larger than the tooth number ratio λ1 of the first planetary gear mechanism. It is set.

  As described above, in the regeneration mode, the MG rotation speed RM (RMB) is shifted at a speed ratio smaller than that in the forward drive mode and transmitted to the output member O and the second drive wheel W2. Therefore, in this regeneration mode, the rotational speed RM (RMB) of the rotating electrical machine MG can be kept lower than the rotational speed RM (RMA) of the rotating electrical machine MG in the forward drive mode. Accordingly, regenerative braking can be performed while suppressing excessive rotation of the rotating electrical machine MG even in a high vehicle speed range where the rotation speed of the output member O is high.

  That is, in this regenerative mode, the MG rotation speed RM (RMB) is shifted at a gear ratio smaller than that in the forward drive mode and transmitted to the output member O and the second drive wheel W2, so that the vehicle drive device 1 is in the regenerative mode. The vehicle speed range in which can be executed extends to a higher vehicle speed range than the forward drive mode described above. That is, as shown in FIG. 7, the vehicle drive device 1 uses the second drive upper limit vehicle speed VL2 as a boundary at the second drive upper limit vehicle speed VL2 that is higher than the first drive upper limit vehicle speed VL1 that is the upper limit of the forward drive mode. The regenerative mode is executed in the following vehicle speed range, and the regenerative braking can be performed by outputting the torque TM in the negative direction by the rotating electrical machine MG. That is, this regeneration mode is used when the vehicle speed is between zero and the second drive upper limit vehicle speed VL2. Here, the second drive upper limit vehicle speed VL2 is a vehicle speed at which the MG rotation speed RM becomes the drive upper limit rotation speed in the regeneration mode in which the MG rotation speed RM is transmitted to the output member O via the second one-way clutch F2. As described above, the speed ratio from the rotating electrical machine MG to the output member O is set to be smaller in the regenerative mode that is transmitted via the second one-way clutch F2 than in the forward drive mode that is transmitted via the first one-way clutch F1. Has been. As a result, the second drive upper limit vehicle speed VL2 that is the upper limit of the regeneration mode is higher than the first drive upper limit vehicle speed VL1 that is the upper limit of the forward drive mode. Therefore, the regenerative mode can be executed in a vehicle speed range wider than the forward drive mode, and in particular, the regenerative mode can be executed while suppressing excessive rotation of the rotating electrical machine MG in the high vehicle speed range.

  Note that the regeneration mode cannot be executed in a vehicle speed range higher than the second drive upper limit vehicle speed VL2. Therefore, the vehicle 3 according to the present embodiment does not perform regenerative braking by the vehicle drive device 1 in the vehicle speed range higher than the second drive upper limit vehicle speed VL2, but brakes by engine brake or normal wheel brake of the first drive device 2. I do. At this time, the vehicle drive device 1 is controlled to operate in the driven forward mode described above. When the vehicle 3 accelerates again from the regeneration mode, the vehicle drive device 1 is controlled so as to enter the forward drive mode or the driven forward mode according to the vehicle speed at that time.

  As shown in FIGS. 4 and 5, switching from the forward drive mode to the regenerative mode is performed by reversing the direction of the MG torque TM from the positive direction to the negative direction while keeping the brake device B engaged. Can do. That is, when the direction of the MG torque TM is reversed during traveling in the forward drive mode, the rotational speed of each rotating element of the differential gear device DG remains substantially constant and the MG rotational speed RM is set as shown in FIG. It descends from the same rotational speed RMA as the first sun gear S1 and becomes the same rotational speed RMB as the second sun gear S2. Thereby, the engagement of the first one-way clutch F1 is released, the second one-way clutch F2 is engaged, and the rotor Ro of the rotating electrical machine MG is drivingly connected so as to rotate integrally with the second sun gear S2. Similarly, switching from the driven forward mode to the regenerative mode can be performed by changing the MG torque TM from a substantially zero state to a negative torque output state while the brake device B is in the engaged state. it can. On the other hand, switching from the regeneration mode to the forward drive mode can be performed by reversing the direction of the MG torque TM from the negative direction to the positive direction while keeping the brake device B in the engaged state. Further, the switching from the regeneration mode to the driven forward mode is performed by changing the state in which the rotating electrical machine MG outputs the torque in the negative direction from the state in which the rotating electrical machine MG is in the engaged state to the state in which the MG torque TM is substantially zero. It can be carried out. Therefore, according to the vehicle drive device 1, switching between the forward drive mode, the driven forward mode, and the regenerative mode is performed only by controlling the MG torque TM output from the rotating electrical machine MG while the brake device B is in the engaged state. Can be performed freely. At this time, in addition to the change in the torque of the rotating electrical machine MG, the first one-way clutch F1 or the second one-way clutch F2 is merely engaged or disengaged. Compared with a configuration in which mode switching is performed while absorbing differential rotation using the, shock transmitted to the output member O and the second drive wheel W2 during mode switching can be reduced.

  Further, in the present embodiment, at the moment when the first one-way clutch F1 or the second one-way clutch F2 is engaged in the mode switching during traveling as described above, the control for reducing the MG torque TM and the first one-way clutch F1 Alternatively, one or both of the controls for reducing the difference between the rotation element engaged through the second one-way clutch F2 and the MG rotation speed RM are performed. Thereby, the shock transmitted to the output member O and the second drive wheel W2 at the time of mode switching can be further reduced.

  As described above, according to the vehicle drive device 1, when the forward drive mode is executed, the MG torque TM can be amplified and transmitted to the second drive wheel W2, and when regenerative braking is performed in the regenerative mode. The MG rotation speed RM can be kept low. Therefore, it is possible to secure a wide vehicle speed range in which regenerative braking can be performed while reducing the size of the rotating electrical machine MG with respect to the magnitude of torque that can be transmitted to the second drive wheel W2. Therefore, the efficiency as the vehicle drive device 1 can be improved.

1-7. Reverse drive mode In the reverse drive mode, the brake device B is released and the ring gear RI is separated from the case CS, and the rotating electrical machine MG rotates in the negative direction (MG rotational speed RM <0) and outputs negative torque ( When the MG torque TM <0), the second one-way clutch F2 is engaged, the input member I and the second sun gear S2 are drivingly connected, and the negative direction torque of the rotating electrical machine MG rotates in the negative direction. It is a mode transmitted to. In this reverse drive mode, the rotating electrical machine MG functions as a motor. At this time, in the differential gear device DG, the four rotating elements are integrally rotated at the same speed, and the rotation of the rotating electrical machine MG is transmitted to the output member O at the same speed.

  As shown in FIGS. 4 and 6, in the reverse drive mode, the brake device B is released, the MG rotation speed RM is negative (RM <0), and the MG torque TM is negative (TM <0). When the MG torque TM becomes negative, the MG rotation speed RM decreases and the input member I attempts to rotate in the negative direction relative to the second sun gear S2, so that the second one-way clutch F2 is engaged. . At this time, the traveling torque TO in the positive direction acts on the output member O. Therefore, a negative torque acts on the first sun gear S1 as a reaction force of the MG torque TM and the running torque TO, and the rotational speed of the first sun gear S1 tends to decrease. Thereby, the input member I tries to rotate relative to the first sun gear S1 in the positive direction, and the first one-way clutch F1 is engaged. As described above, in the reverse drive mode, both the first one-way clutch F1 and the second one-way clutch F2 are engaged, and the input member I is drivingly connected so as to rotate integrally with both the first sun gear S1 and the second sun gear S2. It will be in the state. Accordingly, the entire differential gear device DG is integrally rotated at the same speed as the input member I. In FIG. 6, the MG rotation speed RM in the reverse drive mode is indicated as “RMC”.

  As described above, due to the action of the first one-way clutch F1 and the second one-way clutch F2, the input member I has a rotational speed that is more positive than the first sun gear S1 and more negative than the second sun gear S2. Can not. Therefore, the input member I cannot rotate in the negative direction while the brake device B remains engaged, and the output member O and the second drive wheel W2 are also restricted from rotating in the negative direction. 3 can not go backwards. However, in this reverse drive mode, the brake device B is released and the ring gear RI of the differential gear device DG is separated from the case CS. Thereby, the output member O and the second drive wheel W2 are allowed to rotate in the negative direction, and the vehicle 3 can be moved backward. Furthermore, in the reverse drive mode, the MG torque TM and the MG rotation speed RM are transmitted to the output member O and the second drive wheel W2 by causing the rotary electric machine MG to output the MG torque TM in the negative direction, thereby driving the vehicle drive device 1. Thus, the vehicle 3 can be driven. Therefore, the vehicle 3 can be moved backward without using the first drive device 2, or the vehicle 3 can be moved backward in cooperation with the first drive device 2. Note that the vehicle 3 according to the present embodiment is configured to be able to reverse in a driven reverse mode, which will be described later.

1-8. Driven Reverse Mode The driven reverse mode is a state in which the vehicle 3 is allowed to move backward by separating the ring gear RI from the case CS with the brake device B released in the vehicle drive device 1 and the first drive device 2. In this mode, the first driving wheel W1 is driven in the reverse direction, and the vehicle 3 is driven only by the driving force of the first driving device 2. As shown in FIG. 4, in the driven reverse mode, the brake device B is in the engaged state, but the first one-way clutch F1 and the second one-way clutch F2 may be in either the engaged state or the released state. A speed diagram of the differential gear device DG shown as a broken straight line L3 in FIG. 6 shows an example of the state of the differential gear device DG in the driven reverse mode. As shown in this figure, in the driven reverse mode, the rotational speed of the carrier CA to which the output member O is drivingly connected is determined according to the vehicle speed. The rotational speeds of the other rotating elements are the rotational speeds of the first sun gear S1. Can take any state within a range higher than the rotational speed of the second sun gear S2 (on the positive side). However, in this driven reverse mode, in order to suppress power consumption by the rotating electrical machine MG, the rotating electrical machine MG has an MG rotational speed RM of substantially zero (RM≈0) and an MG torque TM of approximately zero (TM≈ 0) is preferably controlled. In this case, since the rotational speed of the input member I is also zero, the rotational speed of the first sun gear S1 is not less than zero, and the second one so that both the first one-way clutch F1 and the second one-way clutch F2 are not engaged. The rotational speed of the sun gear S2 is zero or less.

  As described above, in the vehicle drive device 1 according to the present embodiment, the ring gear RI is placed in the case CS with the brake device B in the released state in both the reverse drive mode and the driven reverse mode selected when the vehicle 3 moves backward. It is the composition which separates from. The switching between the reverse drive mode and the driven reverse mode can be performed only by changing the operation state of the rotating electrical machine MG (here, the MG rotation speed RM and the MG torque TM). Further, as described above, the switching between the forward drive mode, the driven forward mode, and the regenerative mode that are selected when the vehicle 3 moves forward is performed by operating the rotary electric machine MG (here, the two one-way clutches F1 and F2). Then, it can be performed only by changing the MG torque TM). Further, switching between the mode in which the vehicle 3 moves forward and the mode in which the vehicle 3 moves backward switches the engagement state of the brake device B and, if necessary, the operating state of the rotating electrical machine MG (here, MG torque). TM) can be performed only by changing. In the present embodiment, since the meshing engagement device is used for the brake device B, the forward and reverse switching can be performed only by operating a mechanical mechanism for switching the engagement state of the brake device B. Therefore, the vehicle drive device 1 is configured to be able to perform mode switching without using a hydraulic engagement device such as a hydraulic clutch or an electromagnetic engagement device such as an electromagnetic clutch. Therefore, a hydraulic pump and a hydraulic control device that are necessary when a hydraulic engagement device such as a hydraulic clutch is used are unnecessary, or a control device that is necessary when an electromagnetic engagement device such as an electromagnetic clutch is used. Is no longer necessary. Therefore, it is easy to suppress the driving force loss due to the provision of the hydraulic pump or the like, and to realize the light and inexpensive vehicle driving device 1.

2. Second Embodiment Next, a second embodiment of the present invention will be described. FIG. 8 is a skeleton diagram showing the configuration of the vehicle drive device 1 according to the present embodiment, but omits the configuration of the lower half symmetric with respect to the respective axes of the first output member O1 and the second output member O2. Show. In the vehicle drive device 1, the differential gear device DG includes three rotating elements, and the first output member O1 to which the output rotation of the differential gear device DG is transmitted is a counter reduction mechanism CG. Is different from the first embodiment in that it is configured to be transmitted to the second output member O2. Further, in this vehicle drive device 1, the intermediate rotation element EM to which the second output member O2 is drivingly connected is the second rotation element because the differential gear device DG includes only three rotation elements. It is also different from the first embodiment in that it is common to EM. Hereinafter, the vehicle drive device 1 according to the present embodiment will be described with a focus on the differences from the first embodiment, and the points that are not particularly described are the same as those of the first embodiment. . Note that the configuration of the vehicle 3 and the configuration of the control system of the vehicle drive device 1 according to the present embodiment are the same as the configuration according to the first embodiment, and FIG. 2 and FIG. Refer to it as appropriate.

2-1. First, the mechanical configuration of the vehicle drive device 1 according to this embodiment will be described. As shown in FIG. 8, in the present embodiment, the differential gear device DG includes three rotating elements. Here, the differential gear device DG is configured by a set of single pinion type planetary gear mechanisms. Specifically, the differential gear device DG includes a sun gear S, a ring gear RI, a pinion gear P that meshes with both the sun gear S and the ring gear RI, and a carrier CA that supports the pinion gear P. The order of the rotational speeds of the three rotating elements of the differential gear device DG is the order of the sun gear S, the carrier CA, and the ring gear RI. The sun gear S is selectively connected to the input member I via the first one-way clutch F1. The carrier CA is selectively drivingly connected to the input member I via the second one-way clutch F2. Further, the first output member O1 is drivingly connected to the carrier CA so as to rotate integrally. A second output member O2 is drivingly connected to the first output member O1 via a counter deceleration mechanism CG. Therefore, the carrier CA is drivably coupled to the first output member O1 and is drivably coupled to the second output member O2 via the counter deceleration mechanism CG. The ring gear RI is selectively fixed to the case CS via the brake device B. Therefore, in the present embodiment, the sun gear S corresponds to the first rotating element E1 in the present invention, the carrier CA corresponds to the second rotating element E2 and the intermediate rotating element EM in the present invention, and the ring gear RI is the third rotating element in the present invention. It corresponds to the rotation element E3. That is, in the present embodiment, the intermediate rotation element EM is composed of the same rotation element as the second rotation element E2. The input member I that is drivingly connected to the rotor Ro of the rotating electrical machine MG is selectively connected to the sun gear S of the differential gear device DG via the first one-way clutch F1, and the second one-way clutch F2 is connected to the rotor Ro. And is selectively drivingly connected to the carrier CA of the differential gear unit DG.

  The first one-way clutch F1 restricts the input member I from rotating relative to the sun gear S in the positive direction and allows the input member I to rotate relative to the negative direction between the input member I and the sun gear S. Is provided. The second one-way clutch F2 restricts the input member I from rotating relative to the carrier CA in the negative direction and allows the input member I to rotate relative to the positive direction between the input member I and the carrier CA. Is provided. Thereby, as indicated by the solid line arrow in FIG. 10, when the rotary electric machine MG rotates in the positive direction (forward direction) and outputs the torque TM in the positive direction, the input member I is in the positive direction with respect to the sun gear S. When the first one-way clutch F1 is engaged, the rotary electric machine MG and the input member I are drivingly coupled so as to rotate integrally with the sun gear S. At this time, since the rotational speeds of the rotating electrical machine MG and the input member I are higher than the rotational speed of the carrier CA (on the positive side), the second one-way clutch F2 is released. On the other hand, as shown by a broken line arrow in FIG. 10, when the rotary electric machine MG rotates in the positive direction and outputs a torque TM in the negative direction (reverse direction), the input member I moves in the negative direction with respect to the carrier CA. The second one-way clutch F2 is engaged so as to be relatively rotated, and the rotating electrical machine MG and the input member I are drivingly connected so as to rotate integrally with the carrier CA. At this time, since the rotational speeds of the rotating electrical machine MG and the input member I are lower than the rotational speed of the sun gear S (become negative), the first one-way clutch F1 is in the released state. As these one-way clutches, for example, various known types such as a roller type and a sprag type can be used.

  In the present embodiment, the first output member O1 that rotates integrally with the carrier CA is drivingly connected to the second output member O2 and the second drive wheel W2 via the counter deceleration mechanism CG. Here, the counter deceleration mechanism CG includes a first gear G1 that is drivingly connected to rotate integrally with the first output member O1, and a second gear G2 that is drivingly connected to rotate integrally with the second output member O2. It has. The first gear G1 has a smaller diameter and a smaller number of teeth than the second gear G2. Thereby, the counter deceleration mechanism CG decelerates the rotation of the carrier CA and the first output member O1 and transmits it to the second output member O2. In the present embodiment, the second output member O2 is drive-coupled so as to rotate integrally with the second drive wheel W2. Accordingly, both the second output member O2 and the first output member O1 in the present embodiment correspond to the output member O in the present invention.

  According to the configuration of the vehicle drive device 1 according to this embodiment, the first output member O1 is eccentric in the radial direction with respect to the second output member O2 that is coaxial with the rotation shaft of the second drive wheel W2. It will be arranged in parallel. Thereby, the rotary electric machine MG and the differential gear device DG are also arranged at positions eccentric with respect to the rotation shaft of the second drive wheel W2. Such an arrangement configuration avoids members such as a suspension arm and a knuckle that support the second drive wheel W2 when the vehicle drive device 1 is mounted in a position close to the second drive wheel W2 in the actual vehicle 3. Thus, there is an advantage that it is easy to dispose the vehicle drive device 1. It is one of preferred embodiments of the present invention that the counter speed reduction mechanism CG is not provided. In this case, the first output member O1 can be driven and connected so as to rotate integrally with the second drive wheel W2 as the output member O.

  Incidentally, in the configuration of the first one-way clutch F1 and the second one-way clutch F2 as described above, the input member I cannot be at a rotational speed that is more positive than the sun gear S and more negative than the carrier CA. Therefore, also in the configuration of the present embodiment, the input member I cannot rotate in the negative direction while the brake device B is in the engaged state, and the second output member O2 and the second drive wheel W2 are also negative. Rotation in the direction is restricted, and the vehicle 3 cannot move backward. By utilizing this, a so-called hill hold function that prevents the vehicle 3 from moving backward when starting on a slope or the like can be easily realized without using the output of the rotating electrical machine MG. On the other hand, when the vehicle 3 moves backward, the brake device B is released and the ring gear RI of the differential gear device DG is separated from the case CS. This point is the same as in the first embodiment.

2-2. Operation Mode of Vehicle Drive Device Next, operation modes that can be realized by the vehicle drive device 1 according to the present embodiment will be described. FIG. 9 shows the directions of the torque TM and the rotational speed RM as the engagement states of the engagement elements F1, F2, and B and the operation state of the rotating electrical machine MG in each mode of the vehicle drive device 1 according to the present embodiment. It is an operation | movement table | surface which shows. The description method of FIG. 9 is the same as that of FIG. 10 and 11 show velocity diagrams of the differential gear device DG included in the vehicle drive device 1, and FIG. 10 shows velocity diagrams in the forward drive mode, the driven forward mode, and the regenerative mode. Shows velocity diagrams in the reverse drive mode and the driven reverse mode, respectively. The method for describing these velocity diagrams is the same as in FIGS. Similarly to the first embodiment, the vehicle drive device 1 according to the present embodiment also has five modes of “forward drive”, “driven forward”, “regeneration”, “reverse drive”, and “driven reverse”. Can be switched. Hereinafter, the operation state of the vehicle drive device 1 in each operation mode will be described in detail.

2-3. Forward drive mode In the forward drive mode, the first one-way clutch F1 is engaged by outputting positive torque (MG torque TM> 0) while the rotating electrical machine MG rotates in the positive direction (MG rotational speed RM> 0). In this mode, the input member I and the sun gear S are drivingly connected, and the torque in the positive direction of the rotating electrical machine MG is transmitted to the first output member O1 and the second output member O2 that rotate in the positive direction. In this forward drive mode, the rotation of the rotating electrical machine MG is decelerated by the differential gear device DG and transmitted to the first output member O1, and the speed ratio at that time is higher than the speed ratio (= 1) in the regenerative mode described later. It is set large. In the present embodiment, the rotation of the rotating electrical machine MG transmitted to the first output member O1 is further decelerated by the counter deceleration mechanism CG and transmitted to the second output member O2. In addition, in this application, since the positive direction is the rotation direction of each member in a state where the vehicle 3 is moving forward, the first output member O1 and the second output member O2 rotating in opposite directions are respectively The forward direction is also opposite to the rotational direction.

  As shown in FIGS. 9 and 10, in the forward drive mode, the brake device B is engaged, the MG rotational speed RM is positive (RM> 0), and the MG torque TM is positive (TM> 0). . When the MG torque TM becomes positive, the MG rotation speed RM increases, and even when it matches the rotation speed of the sun gear S, it tries to increase further in the positive direction. As a result, the input member I tries to rotate relative to the sun gear S in the positive direction, and the first one-way clutch F1 is engaged. In FIG. 10, the MG rotation speed RM in this forward drive mode is shown as “RMA”. At this time, the rotation speed of the carrier CA is lower than the MG rotation speed RM (RMA) (on the negative side). That is, the input member I is in a state of rotating relative to the carrier CA in the positive direction, and the second one-way clutch F2 is in a released state. Accordingly, in the forward drive mode, the rotary electric machine MG and the input member I are in a drivingly connected state so as to rotate integrally with the sun gear S via the first one-way clutch F1.

  As described above, the order of the rotational speeds of the three rotating elements of the differential gear device DG is the order of the sun gear S, the carrier CA, and the ring gear RI. In this forward drive mode, the rotating electrical machine MG and the input member I are drivingly connected to the sun gear S, the first output member O1 is drivingly connected to the carrier CA, and the ring gear RI is fixed to the case CS by the brake device B. Accordingly, the rotational speed RM (RMA) of the rotating electrical machine MG is decelerated by the differential gear device DG, and the torque TA is amplified and transmitted to the first output member O1. The rotation and torque of the first output member O1 are further decelerated and amplified by the counter deceleration mechanism CG and transmitted to the second output member O2. Thus, in the forward drive mode, the output torque of the rotary electric machine MG can be amplified and transmitted to the second drive wheel W2, and the rotary electric machine MG can be compared with the magnitude of the torque that can be transmitted to the second drive wheel W2. Can be miniaturized.

  Also in the present embodiment, as shown in FIG. 7 according to the first embodiment, the vehicle speed range in which the vehicle drive device 1 can execute the forward drive mode is such that the MG rotation speed RM is equal to or less than a predetermined drive upper limit rotation speed. This is limited to a predetermined vehicle speed range on the relatively low vehicle speed side. In the vehicle speed range higher than the vehicle speed range, the vehicle drive device 1 is controlled to operate in the driven forward mode. Further, when the vehicle 3 decelerates or brakes from the driving state of the vehicle 3 in the forward drive mode, the vehicle drive device 1 is controlled to operate in the regeneration mode. The vehicle drive device 1 thus changes the speed of the rotating electrical machine MG at a relatively large speed ratio as described above by limiting the vehicle speed range that operates in the forward drive mode as described above. The structure that transmits to the member O2 achieves both the miniaturization of the rotating electrical machine MG and the securing of the driving force transmitted to the second drive wheel W2.

2-4. Followed forward mode In the driven forward mode, control is performed so that the rotor Ro of the rotating electrical machine MG is idled in the vehicle drive device 1 while the first drive wheel W1 is driven in the forward direction by the first drive device 2. In this mode, the first output member O1 and the second output member O2 are idled, and the vehicle 3 is driven only by the driving force of the first driving device 2. This driven forward mode is executed in a vehicle speed range that is higher than the upper limit vehicle speed at which the forward drive mode can be executed. As shown in FIG. 9, in the driven forward mode, the brake device B is in the engaged state, and the MG rotation speed RM is positive (RM> 0). Thus, in the driven forward mode, the velocity diagram of the vehicle drive device 1 is the same as that in FIG. However, in this driven forward mode, the rotating electrical machine MG has the MG rotational speed RM within the rotational speed range between the rotational speed of the sun gear S and the rotational speed of the carrier CA, and the first output member O1 and the second output. The MG torque TM transmitted to the member O2 is controlled to be substantially zero (TM≈0). In this driven forward mode, as shown in FIG. 9, the first one-way clutch F1 and the second one-way clutch F2 may be in either the engaged state or the released state. For example, the MG rotation speed RM matches the rotation speed of the carrier CA, which is the lower limit of the rotation speed range, and the rotor Ro rotates following the rotation of the carrier CA with the second one-way clutch F2 engaged. It is preferable to control the rotating electrical machine MG so that the transmission of torque from the rotor Ro to the carrier CA becomes substantially zero.

2-5. Regeneration mode In the regeneration mode, the second one-way clutch F2 is engaged by outputting negative torque (MG torque TM <0) while the rotating electrical machine MG rotates in the positive direction (MG rotational speed RM> 0). In this mode, the input member I and the carrier CA are drivingly connected, and the negative torque of the rotating electrical machine MG is transmitted to the first output member O1 and the second output member O2 that rotate in the positive direction. In the present embodiment, in this regeneration mode, the rotation of the rotating electrical machine MG is not decelerated by the differential gear device DG, but is transmitted to the first output member O1 while maintaining the same speed (gear ratio = 1). However, the rotation of the rotating electrical machine MG transmitted to the first output member O1 is decelerated by the counter deceleration mechanism CG and transmitted to the second output member O2.

  As shown in FIGS. 9 and 10, in the regeneration mode, the brake device B is engaged, the MG rotation speed RM is positive (RM> 0), and the MG torque TM is negative (TM <0). When the MG torque TM becomes negative, the MG rotation speed RM decreases, and even after it matches the rotation speed of the carrier CA, it tends to decrease further in the negative direction. As a result, the input member I attempts to rotate relative to the carrier CA in the negative direction, and the second one-way clutch F2 is engaged. In FIG. 10, the MG rotation speed RM in this regeneration mode is shown as “RMB”. At this time, the rotational speed of the sun gear S is higher than the MG rotational speed RM (RMB) (on the positive side). That is, the input member I is in a state of rotating relative to the sun gear S in the negative direction, and the first one-way clutch F1 is in a released state. Accordingly, in the regenerative mode, as indicated by a broken line “◯” in FIG. 10, the rotating electrical machine MG and the input member I are drivingly connected so as to rotate integrally with the carrier CA via the second one-way clutch F2. .

  As described above, the carrier CA of the differential gear device DG is drivingly connected so as to rotate integrally with the first output member O1. That is, in this regeneration mode, the rotating electrical machine MG, the input member I, and the first output member O1 are drivingly connected to the carrier CA so as to rotate integrally. Therefore, the MG rotation speed RM is not decelerated by the differential gear device DG, but is transmitted to the first output member O1 at the same speed, and is decelerated by the counter deceleration mechanism CG and is transmitted to the second output member O2. On the other hand, the rotation speed of the second output member O2 is increased by the counter deceleration mechanism CG and transmitted to the rotating electrical machine MG via the first output member O1 and the input member I. Therefore, the torque TA of the rotating electrical machine MG is amplified only by the counter deceleration mechanism CG and transmitted to the second output member O2, and the traveling torque TO acting on the second output member O2 is attenuated only by the counter deceleration mechanism CG, and the rotating electrical machine It is transmitted to MG. Thus, in the regeneration mode, the differential gear device DG does not decelerate, and only the counter deceleration mechanism CG decelerates, so the speed ratio until the rotation of the rotating electrical machine MG is transmitted to the second output member O2 is It is set smaller than the forward drive mode. Therefore, in this regeneration mode, the rotational speed RM (RMB) of the rotating electrical machine MG can be kept lower than the rotational speed RM (RMA) of the rotating electrical machine MG in the forward drive mode.

  Accordingly, also in the present embodiment, as shown in FIG. 7 according to the first embodiment, the vehicle speed range in which the vehicle drive device 1 can execute the regeneration mode is a vehicle speed range higher than the above-described forward drive mode. It has spread. Therefore, the regeneration mode can be executed in a wider vehicle speed range than the forward drive mode, and in particular, even in a high vehicle speed range where the rotation speed of the second output member O2 is increased, the regeneration mode is suppressed while suppressing over-rotation of the rotating electrical machine MG. It becomes possible to execute.

  As shown in FIGS. 9 and 10, switching from the forward drive mode to the regeneration mode is performed by reversing the direction of the MG torque TM from the positive direction to the negative direction while keeping the brake device B in the engaged state. Can do. That is, when the direction of the MG torque TM is reversed during traveling in the forward drive mode, the rotational speed of each rotary element of the differential gear device DG remains constant and the MG rotational speed RM is equal to the sun gear as shown in FIG. Lowering from the same rotational speed RMA as S, the rotational speed RMB is the same as that of the carrier CA. As a result, the engagement of the first one-way clutch F1 is released, the second one-way clutch F2 is engaged, and the rotor Ro of the rotating electrical machine MG is drivingly connected so as to rotate integrally with the carrier CA. Similarly, switching from the driven forward mode to the regenerative mode can be performed by changing the MG torque TM from a substantially zero state to a negative torque output state while the brake device B is in the engaged state. it can. On the other hand, switching from the regeneration mode to the forward drive mode can be performed by reversing the direction of the MG torque TM from the negative direction to the positive direction while keeping the brake device B in the engaged state. Further, the switching from the regeneration mode to the driven forward mode is performed by changing the state in which the rotating electrical machine MG outputs the torque in the negative direction from the state in which the rotating electrical machine MG is in the engaged state to the state in which the MG torque TM is substantially zero. It can be carried out. Therefore, according to the vehicle drive device 1, switching between the forward drive mode, the driven forward mode, and the regenerative mode is performed only by controlling the MG torque TM output from the rotating electrical machine MG while the brake device B is in the engaged state. Can be performed freely. Also in the present embodiment, at the time of such mode switching during traveling, the control for reducing the MG torque TM at the moment when the first one-way clutch F1 or the second one-way clutch F2 is engaged, and the first one-way clutch F1 or the first one. It is preferable to perform one or both of the controls for reducing the difference between the rotating element engaged through the two-one-way clutch F2 and the MG rotation speed RM.

2-6. Reverse drive mode In the reverse drive mode, the brake device B is released and the ring gear RI is separated from the case CS, and the rotating electrical machine MG rotates in the negative direction (MG rotational speed RM <0) and outputs negative torque ( When the MG torque TM <0), the second one-way clutch F2 is engaged, the input member I and the carrier CA are drivingly connected, and the negative output torque of the rotating electrical machine MG rotates in the negative direction. And a mode transmitted to the second output member O2. In the present embodiment, in the reverse drive mode, not all the rotating elements of the differential gear device DG rotate integrally, and both the input member I and the first output member O1 are connected to the carrier CA of the differential gear device DG. Is different from the first embodiment in that the other rotating elements of the differential gear device DG are freely rotatable.

  As shown in FIGS. 9 and 11, in the reverse drive mode, the brake device B is released, the MG rotation speed RM is negative (RM <0), and the MG torque TM is negative (TM <0). When the MG torque TM becomes negative, the MG rotation speed RM decreases and the input member I attempts to rotate relative to the carrier CA in the negative direction, so that the second one-way clutch F2 is engaged. As a result, the input member I, the carrier CA, and the first output member O1 are drivingly connected so as to rotate together. In FIG. 11, the MG rotation speed RM in this reverse drive mode is shown as “RMC”. The differential gear unit DG is within a range where the first one-way clutch F1 is not engaged, that is, within a range where the rotational speed of the sun gear S is higher (on the positive side) than the rotational speed of the MG rotational speed RM (RMC). Both the sun gear S and the ring gear RI are freely rotatable. At this time, as shown in FIG. 9, in the reverse drive mode, the first one-way clutch F1 may be in either the engaged state or the released state. That is, in the reverse drive mode in the present embodiment, the sun gear S and the ring gear RI of the differential gear device DG are not substantially functioning.

  As described above, due to the action of the first one-way clutch F <b> 1 and the second one-way clutch F <b> 2, the input member I cannot be at a rotational speed that is more positive than the sun gear S and more negative than the carrier CA. Therefore, the input member I cannot rotate in the negative direction while the brake device B is in the engaged state, the second drive wheel W2 is also restricted from rotating in the negative direction, and the vehicle 3 moves backward. I can't. However, in this reverse drive mode, the brake device B is released and the ring gear RI of the differential gear device DG is separated from the case CS. Accordingly, the second drive wheel W2 is allowed to rotate in the negative direction, and the vehicle 3 can be moved backward. Further, in the reverse drive mode, by causing the rotary electric machine MG to output the MG torque TM in the negative direction, the MG torque TM and the MG rotation speed RM are supplied to the second output member via the first output member O1 and the counter deceleration mechanism CG. The vehicle 3 can be driven by the vehicle drive device 1 by being transmitted to O2 and the second drive wheel W2.

2-7. Driven Reverse Mode The driven reverse mode is a state in which the vehicle 3 is allowed to move backward by separating the ring gear RI from the case CS with the brake device B released in the vehicle drive device 1 and the first drive device 2. In this mode, the first driving wheel W1 is driven in the reverse direction, and the vehicle 3 is driven only by the driving force of the first driving device 2. As shown in FIG. 9, in the driven reverse mode, the brake device B is in the engaged state, but the first one-way clutch F1 and the second one-way clutch F2 may be in either the engaged state or the released state. A speed diagram of the differential gear device DG shown as a broken straight line L3 in FIG. 11 shows an example of the state of the differential gear device DG in the driven reverse mode. As shown in this figure, in the driven reverse mode, the rotational speed of the carrier CA that is drivingly connected to the second output member O2 via the counter deceleration mechanism CG and the first output member O1 is determined according to the vehicle speed. As for the rotational speed of the rotating element, an arbitrary state can be taken within a range in which the rotational speed of the sun gear S is higher (on the positive side) than the rotational speed of the carrier CA. However, in this driven reverse mode, in order to suppress power consumption by the rotating electrical machine MG, the rotating electrical machine MG has an MG rotational speed RM of substantially zero (RM≈0) and an MG torque TM of approximately zero (TM≈ 0) is preferably controlled. In this case, since the rotation speed of the input member I is also zero, the rotation speed of the sun gear S is zero or more and the rotation of the carrier CA so that both the first one-way clutch F1 and the second one-way clutch F2 are not engaged. The speed is below zero.

3. Other Embodiments (1) In the first embodiment, the configuration in which the rotation of the rotating electrical machine MG is decelerated and transmitted to the output member O in the regeneration mode has been described as an example. In the second embodiment, the configuration in which the rotation of the rotating electrical machine MG is transmitted to the first output member O1 (output member O) at the same speed in the regeneration mode has been described as an example. However, the embodiment of the present invention is not limited to this. Regarding the speed ratio until the rotation of the rotating electrical machine MG is transmitted to the output member O, the speed ratio in the regenerative mode is the speed ratio in the forward drive mode. If it is set smaller than this, the object of the present invention can be achieved. Therefore, for example, a configuration in which the rotation of the rotating electrical machine MG is accelerated and transmitted to the output member O in the regeneration mode is also one preferred embodiment of the present invention. Such a configuration includes, for example, a first rotating element E1 in which the differential gear device DG is selectively driven and connected to the input member I via the first one-way clutch F1, as in the first embodiment. A second rotating element E2 that is selectively driven and connected to the input member I via the second one-way clutch F2, a third rotating element E3 that is fixed to the non-rotating member, and an intermediate rotating element that is driven and connected to the output member O In the case of having four rotation elements of EM, by configuring the rotation speed in the order of the first rotation element E1, the intermediate rotation element EM, the second rotation element E2, and the third rotation element E3. It is feasible.

(2) In the first embodiment, the differential gear device DG has four rotating elements, and the intermediate rotating element EM that is drivingly connected to the output member O is constituted by a rotating element different from the second rotating element E2. In the case where the intermediate rotation element EM is positioned between the second rotation element E2 and the third rotation element E3 in the order of the rotation speed, the configuration has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, when the differential gear device DG has four rotation elements, the intermediate rotation element EM may be positioned between the first rotation element E1 and the second rotation element E2 in the order of the rotation speed. This is one of the preferred embodiments of the present invention. According to this configuration, the rotation of the rotating electrical machine MG can be increased in the regeneration mode and transmitted to the intermediate rotating element EM. It is also a preferred embodiment of the present invention that the differential gear device DG has a configuration having five or more rotating elements.

(3) In each of the above-described embodiments, as shown in FIG. 2, a configuration in which two vehicle drive devices 1 that respectively drive the left and right second drive wheels W2 are mounted on the vehicle 3 will be described. did. However, the embodiment of the present invention is not limited to this. Therefore, for example, as shown in FIG. 12, it is also a preferred embodiment of the present invention that the left and right second drive wheels W2 are driven by a single vehicle drive device 1. In this case, the vehicle drive device 1 is drivingly connected to the two second drive wheels W <b> 2 via the output differential gear device 11 and the drive shaft 12. The torque of the rotating electrical machine MG of the vehicle drive device 1 is distributed to the two left and right second drive wheels W2 by the output differential gear device 11, and transmitted to each second drive wheel W2 via the drive shaft 12. Is done. In the above embodiments, the case where the second drive wheel W2 is the rear wheel of the vehicle 3 has been described as an example. However, the second drive wheel W2 may be a front wheel of the vehicle 3 as well. This is one of the embodiments. In this case, the first driving wheel W <b> 1 driven by the first driving device 2 is the rear wheel of the vehicle 3.

(4) In each of the above-described embodiments, the case where the first drive device 2 is configured to include the engine 21 and the transaxle unit 22 as the driving force source has been described as an example. However, the configuration of the first drive device 2 is not limited to this. Therefore, for example, the first drive device 2 is configured as a hybrid drive device including two engines, ie, an engine and a rotating electric machine, as a driving force source. In this case, various systems such as a parallel system, a series system, a series / parallel system, and a split system using a planetary gear mechanism can be used as the hybrid drive system. Moreover, it is also one of the preferred embodiments of the present invention that the first drive device 2 is configured as an electric drive device including a rotating electrical machine as a drive force source.

(5) In each of the above embodiments, the vehicle drive device 1 is a brake as an engagement device that selectively fixes or separates the ring gear RI as the third rotation element E3 with respect to the case CS as the non-rotation member. The configuration in which the device B is provided and the ring gear RI is separated from the case CS with the brake device B in the released state when the vehicle 3 moves backward has been described as an example. However, the embodiment of the present invention is not limited to this, and the vehicle drive device 1 may be configured not to include an engagement device that selectively separates the third rotating element E3 from the non-rotating member. It is one of the preferred embodiments of the present invention. In this case, the output member O of the vehicle drive device 1 is restricted from rotating in the negative direction (reverse direction). Therefore, in order to enable the second drive wheel W2 to rotate in the reverse direction when the vehicle 3 moves backward, for example, an engagement device such as a clutch is provided in the drive transmission system from the output member O to the second drive wheel W2. It is preferable that the engagement device is in a released state when the vehicle 3 moves backward. The engagement device in this case is also preferably a meshing engagement device as in the above embodiment.

(6) In each of the above-described embodiments, an example is described in which the vehicle drive device 1 includes a forward drive mode, a driven forward mode, a regeneration mode, a reverse drive mode, and a driven reverse mode that can be switched. did. However, the embodiment of the present invention is not limited to this, and the vehicle drive device 1 may be configured so as to be capable of switching only some of these modes. One of the forms. For example, the vehicle drive device 1 is configured to be capable of switching only two modes of the forward drive mode and the regenerative mode, and configured to be capable of switching three modes of the forward drive mode, the regenerative mode, and the reverse drive mode. It is also suitable as a configuration that can be switched among four modes of drive mode, driven forward mode, regenerative mode, and driven reverse mode.

(7) In each of the above embodiments, the case where the brake device B is configured using the meshing engagement device has been described as an example. However, the embodiment of the invention is not limited to this, and the brake device B can be configured by another mechanism. For example, configuring the brake device B using a hydraulic engagement device such as a hydraulic clutch or an electromagnetic engagement device such as an electromagnetic clutch is also a preferred embodiment of the present invention.

(8) The configuration of the differential gear device DG described in each of the above embodiments is merely an example, and all configurations capable of realizing the configuration of the present invention by configurations other than those described above are within the scope of the present invention. include.

  INDUSTRIAL APPLICABILITY The present invention is suitable for a vehicle drive device as a second drive device that is mounted on a vehicle that drives a first drive wheel by a first drive device and drives a second drive wheel that is different from the first drive wheel. Is available.

1: Vehicle drive device (second drive device)
2: First drive device 3: Vehicle W1: First drive wheel W2: Second drive wheel MG: Rotating electric machine RO: Rotor I: Input member O: Output member DG: Differential gear device E1: First rotation element E2: Second rotating element E3: Third rotating element EM: Intermediate rotating element F1: First one-way clutch F2: Second one-way clutch CS: Case (non-rotating member)
B: Brake device (engagement device)

Claims (11)

A vehicle drive device that is mounted on a vehicle that drives a first drive wheel by a first drive device and that drives a second drive wheel that is different from the first drive wheel,
A rotating electrical machine, an input member drivingly connected to the rotor of the rotating electrical machine, an output member drivingly connected to the second drive wheel, at least a first rotating element, a second rotating element, and a third in the order of rotational speed A differential gear device having three rotating elements, a first one-way clutch, and a second one-way clutch,
The input member is selectively drivingly connected to the first rotating element via the first one-way clutch, and is selectively drivingly connected to the second rotating element via the second one-way clutch,
The output member is the second rotating element or another rotating element of the differential gear device, and is an intermediate rotating element positioned between the first rotating element and the third rotating element in order of rotational speed. Connected to the drive,
The third rotating element is fixed to a non-rotating member;
The first one-way clutch restricts the input member from rotating in the positive direction relative to the first rotating element and allows the input member to rotate in the negative direction. The second one-way clutch A vehicle drive device provided to restrict relative rotation of the member in the negative direction with respect to the second rotation element and allow relative rotation in the positive direction.   The vehicle drive device according to claim 1, further comprising an engagement device that selectively fixes or separates the third rotating element with respect to the non-rotating member.   The vehicle drive device according to claim 2, wherein when the vehicle moves backward, the engagement device is released to separate the third rotating element from the non-rotating member. The rotating electrical machine is configured to be capable of outputting torque at a predetermined drive upper limit rotational speed or less,
4. The vehicle according to claim 1, wherein the vehicle travels only by driving the first drive wheel by the first drive device in a vehicle speed range in which the rotation speed of the rotating electrical machine is greater than the drive upper limit rotation speed. The vehicle drive device described in 1. When the rotating electrical machine rotates in the forward direction and outputs a torque in the forward direction, the first one-way clutch is engaged and the input member and the first rotating element are drivingly connected, and the forward direction of the rotating electrical machine Forward drive mode in which the torque is transmitted to the output member rotating in the positive direction;
When the rotating electrical machine rotates in the positive direction and outputs a torque in the negative direction, the second one-way clutch is engaged, and the input member and the second rotating element are driven and connected, and the negative direction of the rotating electrical machine The vehicle drive device according to any one of claims 1 to 4, wherein the vehicle drive device includes a regenerative mode in which the torque is transmitted to the output member that rotates in the forward direction.   The third rotating element is separated from the non-rotating member, and the rotating electric machine outputs a negative torque while rotating in the negative direction, whereby the second one-way clutch is engaged and the input member and the second rotating member are engaged. 6. The reverse drive mode according to claim 1, wherein a reverse drive mode is provided in which the rotary element is driven and connected, and a negative torque of the rotating electrical machine is transmitted to the output member that rotates in the negative direction. Vehicle drive device.   The differential gear device includes another rotating element in addition to the first rotating element, the second rotating element, and the third rotating element, and the other rotating element is driven by the output member. The intermediate rotating element is connected to the intermediate rotating element, and the intermediate rotating element is positioned between the second rotating element and the third rotating element in order of rotational speed. Vehicle drive system. A vehicle drive device that is mounted on a vehicle that drives a first drive wheel by a first drive device and that drives a second drive wheel that is different from the first drive wheel,
A rotating electrical machine, an input member drivingly connected to the rotor of the rotating electrical machine, an output member drivingly connected to the second drive wheel, at least a first rotating element, a second rotating element, and a third in the order of rotational speed A differential gear device having three rotating elements, a first one-way clutch, and a second one-way clutch,
The input member is selectively drivingly connected to the first rotating element via the first one-way clutch, and selectively drivingly connected to the second rotating element via the second one-way clutch, The third rotating element is fixed to the non-rotating member;
When the rotating electrical machine rotates in the forward direction and outputs a torque in the forward direction, the first one-way clutch is engaged and the input member and the first rotating element are drivingly connected, and the forward direction of the rotating electrical machine A forward drive mode in which the torque of the rotating electrical machine is transmitted to the output member rotating in the positive direction and the rotation of the rotating electrical machine is decelerated and transmitted to the output member;
When the rotating electrical machine rotates in the positive direction and outputs a torque in the negative direction, the second one-way clutch is engaged to drive-connect the input member and the second rotating element, and the negative direction of the input member And a regenerative mode in which the rotation of the rotating electric machine is shifted at a speed ratio smaller than that in the forward drive mode or transmitted to the output member while maintaining the same speed. The vehicle drive device provided with switchability. An engaging device for selectively fixing or separating the third rotating element with respect to the non-rotating member;
The vehicle drive device according to claim 8, wherein when the vehicle moves backward, the engagement device is released to separate the third rotating element from the non-rotating member.   The second one-way clutch is engaged by releasing the torque in the negative direction while the rotating electrical machine rotates in the negative direction while separating the third rotating element from the non-rotating member by releasing the engaging device. The reverse drive mode in which the input member and the second rotating element are drivingly connected and the negative torque of the rotating electrical machine is transmitted to the output member rotating in the negative direction is further switchable. The vehicle drive device as described. The rotating electrical machine is configured to be capable of outputting torque at a predetermined drive upper limit rotational speed or less,
11. The vehicle according to claim 8, wherein the vehicle travels only by driving the first drive wheel by the first drive device in a vehicle speed range where the rotation speed of the rotating electrical machine is greater than the drive upper limit rotation speed. The vehicle drive device described in 1.

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