JP2017218044A - Automobile driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric CVT automobile driving device using an engine, two MGs and a planetary gear and provided with a multistage auxiliary transmission of high power transmission efficiency.SOLUTION: This automobile driving device is provided with a planetary gear 20 that has a first rotary element 28 connected to a crankshaft 2 via an input shaft 10 and connectable to a gear drive shaft 30 and that can divide power input from the crankshaft 2, a second rotary element 24 connected to an intermediate shaft 34, and a third rotary element 22 connected to a first MG 36; a first transmission mechanism FG that acquires a plurality of transmission ratios through switching of a first dog clutch 54 and that is located between the intermediate shaft 34 and an output shaft 40; a second transmission mechanism SG that acquires a plurality of transmission ratios through switching of a second dog clutch 46 and that is located between the gear drive shaft 30 and the output shaft 40; a second MG 56 that is connected to the output shaft 40; and a high-speed gear that is connectable to the second rotary element 24 and the gear drive shaft 30.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a drive device for a so-called hybrid vehicle in which an internal combustion engine (engine) and a transmission are provided with two motor generators (hereinafter referred to as MG).

  Conventionally, in this type of automobile drive device, the power of the engine is divided by a first planetary gear device, one of the power drives the transmission member, and the other drives the first electric motor (MG). An example is known in which a stepped sub-transmission is added to a so-called electric CVT (continuously variable transmission) in which a second motor (MG) drives a transmission member with electric power generated by one motor. (For example, see Patent Document 1).

Japanese Patent No. 4306646

  However, in the above conventional automobile drive device, wet multi-plates such as a plurality of brakes and clutches that act hydraulically with the second and third planetary gears, similar to the stepped automatic transmission as the auxiliary transmission. Because of the use of the engagement element of the mold, both the power required to drive the hydraulic pump and the drag resistance of the brakes and clutches in the non-operating state are lost, as in a general manual transmission There was a problem that the power transmission efficiency was lower than that of the transmission mechanism.

A problem to be solved is that the power transmission efficiency is low because a wet multi-plate type engaging element such as a plurality of brakes and clutches acting by hydraulic pressure is used as the auxiliary transmission.
SUMMARY OF THE INVENTION An object of the present invention is to provide an automobile drive device that obtains a sub-transmission mechanism with less energy loss and that can improve the environmental performance and fuel consumption that automobiles require from society.

  The vehicle drive device of the present invention is capable of dividing the power input from the crankshaft of the engine, is connected to the crankshaft via the input shaft and can be connected to the gear drive shaft, an intermediate shaft, A planetary gear having a second rotating element connected and a third rotating element connected to the first motor / generator, and an intermediate shaft and an output shaft, and a plurality of gear ratios can be obtained by switching the first dog clutch. A first speed change mechanism, a second speed change mechanism that is between the gear drive shaft and the output shaft and obtains a plurality of speed ratios by switching the second dog clutch, and a first speed change mechanism that is connected to either the intermediate shaft or the output shaft. A two-motor generator and a high-speed gear that can be connected to the second rotating element and the gear drive shaft are provided.

The automobile drive device of the present invention can obtain a sub-transmission mechanism with high power transmission efficiency and easy shift control, and in combination with this, the characteristics as an electric CVT, environmental performance such as automobile exhaust, Fuel consumption can be improved.

It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 1 of this invention. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 2 of this invention. It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 3 of this invention.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an automobile drive device according to an embodiment of the present invention will be described with reference to the drawings based on examples. In addition, although what is shown by (circle) on an axis | shaft by each skeleton in a figure attaches | subjects a code | symbol and does not demonstrate, it shows a bearing, respectively.

FIG. 1 is a skeleton diagram of the main part of the automobile drive apparatus according to Embodiment 1 of the present invention.
The vehicle drive apparatus according to the first embodiment includes an input shaft 10 that receives power from a crankshaft 2 of an engine 1 via a damper 3, and the input shaft 10 is connected to a clutch 12 disposed in a direction opposite to the engine 1. It can be connected to the gear drive shaft 30. The clutch 12 may be a general dry single-plate clutch for manual transmission.
Further, the input shaft 10 is connected to a planetary gear 20 disposed between the damper 3 and a first transmission mechanism planetary gear FG and a second transmission mechanism SG described later.
That is, the planetary gear 20 is generally called a single pinion type, and includes a sun gear 22, a ring gear 24, and a carrier 28 that rotatably supports a plurality of pinions 26 meshed with the sun gear 22 and the ring gear 24. It consists of three rotating elements.

Here, the carrier 28 constitutes the first rotating element of the present invention and is connected to the input shaft 10.
The ring gear 24 constitutes the second rotating element of the present invention and is connected to the intermediate shaft 34.
The intermediate shaft 34 and the ring gear 24 arranged in parallel with the input shaft 10 are connected by three gears. That is, the drive gear 24 a integrated with the ring gear 24 and the driven gear 34 a integrated with the intermediate shaft 34 are in mesh with the intermediate gear 14.
Further, the sun gear 22 constitutes a third rotating element of the present invention, and is connected to a rotor 36 a of a first motor generator (hereinafter referred to as “first MG”) 36.
The first MG 36 includes a rotor 36a connected to the sun gear 22 and a stator 36b fixed to the case 38. The first MG 36 is disposed on the outer peripheral side of the planetary gear 20 so as to enclose the planetary gear 20 therein. I have to.
An output shaft 40 arranged in parallel with the input shaft 10 is integrated with an output gear 40a, and the output gear 40a can drive the wheels of an automobile via a mating gear (not shown).

First, the first transmission mechanism FG will be described.
Between the intermediate shaft 34 and the output shaft 40, a first-speed drive gear 48a that is rotatable on the intermediate shaft 34, a first-speed driven gear 48b that is meshed with the intermediate shaft 34 and integrated with the output shaft 40, and rotates on the intermediate shaft 34. A first speed change mechanism FG is disposed, which includes a free 3-speed drive gear 50a and a 3-speed driven gear 50b that meshes with the free-speed drive gear 50a and is integrated with the output shaft 40.

The intermediate shaft 34 is provided with a 1-3 hub 52 connected to the intermediate shaft 34, and a 1-3 sleeve 54 that is integrally movable with the 1-3 hub 52 in the axial direction. The 3 sleeve 54 moves to the left from the neutral position depicted in FIG. 1 so that its internal teeth (not shown, and so on) mesh with the dog teeth 48c of the 1st speed drive gear 48a, so that it is intermediate between the 1st speed drive gear 48a. By connecting the shaft 34 and moving to the right side, the inner teeth mesh with the dog teeth 50c of the third-speed drive gear 50a to connect the third-speed drive gear 50a and the intermediate shaft 34.
The 1-3 sleeve 54, the dog teeth 48c, and the dog teeth 50c constitute a first dog clutch of the present invention.
Therefore, by moving the 1-3 sleeve 54 to the left and right in the axial direction, power can be transmitted between the intermediate shaft 34 and the output shaft 40 at two speed ratios of first speed and third speed.
Incidentally, a parking gear 50d is provided integrally with the third-speed drive gear 50a and can be fixed by a lock mechanism (not shown) at a parking position of a select lever (not shown) as in a general automatic transmission. It is like that.

Next, the second speed change mechanism SG will be described.
Between the gear drive shaft 30 and the output shaft 40, a second-speed drive gear 42a that is rotatable on the gear drive shaft 30 and meshed with the first-speed driven gear 48b, and a third-speed driven gear that is rotatable on the input shaft 10 are provided. A 4-speed drive gear 70a meshing with 50b is provided.

The gear drive shaft 30 is provided with a 2-4 hub 44 connected to the gear drive shaft 30, and a 2-4 sleeve 46 whose rotational direction is integrated with the 2-4 hub 44 and movable in the axial direction. The 2-4 sleeve 46 moves to the left from the neutral position depicted in FIG. 1 so that its internal teeth mesh with the dog teeth 42c of the second speed drive gear 42a to connect the second speed drive gear 42a and the intermediate shaft 34, By moving to the right, the inner teeth mesh with the dog teeth 70c of the fourth speed drive gear 70a to connect the fourth speed drive gear 70a and the gear drive shaft 30.
Here, the 4-speed drive gear 70a constitutes a high-speed gear of the present invention that can be connected to the ring gear 24 and the gear drive shaft 30 of the second rotating element.
The 2-4 sleeve 46, the dog teeth 42c and the dog teeth 70c constitute the second dog clutch of the present invention.
Therefore, by transmitting the 2-4 sleeve 46 to the left and right in the axial direction, power can be transmitted between the gear drive shaft 30 and the output shaft 40 at two speed ratios of the second speed and the fourth speed.

  Further, the ring gear 24 and the fourth speed drive gear 70a can be connected to each other by bridging both the first transmission mechanism FG and the second transmission mechanism SG. That is, a 5-speed hub 70d integrated with the 4-speed drive gear 70a, and a 5-speed sleeve 71, which is integral with the 5-speed hub 70d and rotated in the axial direction, are provided. By moving the drawn neutral position to the right side, the internal teeth mesh with the dog teeth 24c of the drive gear 24a to connect the 4-speed drive gear 70a and the ring gear 24.

The 1-3 sleeve 54, the 2-4 sleeve 46, and the 5-speed sleeve 71 described above can be moved in the axial direction by a shift fork (not shown).
Although not shown, the 1-3 sleeve 54, the 2-4 sleeve 46, and the 5th speed sleeve 71 are connected to the mating gear to which the 1-3 sleeve 54, the 2-4 sleeve 46, and the 5th speed sleeve 71 are connected. A synchronization device can be provided between them.
The first transmission mechanism and the second transmission mechanism described above perform mechanical drive, and have basically the same configuration and operation as a general manual transmission, and these are well known. In the following description, details of operation may be omitted.

A second motor / generator (hereinafter referred to as “second MG”) 56 arranged in parallel with the input shaft 10 can drive the intermediate shaft 34 and the drive gear 24a.
That is, the second MG 56 includes a rotor 56a connected to the drive gear 58 and a stator 56b fixed to the case 38. The drive gear 58 meshes with the intermediate gear 14, and the intermediate shaft 34 is interposed therebetween. The drive gear 24a can be driven.
Although not shown in the figure, the automobile drive device shown in FIG. 1 includes a battery, various sensors, a controller, an actuator, and the like as necessary to operate this, and the following operations are based on instructions from the controller. Done.

Next, the operation of the automobile drive device of the first embodiment shown in FIG. 1 will be described.
In the following description, “forward rotation” means rotation in the same rotational direction as the engine 1 or in the direction in which the vehicle moves forward, and “reverse rotation” is the opposite.

The vehicle drive apparatus shown in FIG. 1 can drive a vehicle in three types of drive modes: EV mode, HV mode, and gear shift mode as follows.
First, in the EV mode, the second MG 56 drives the output shaft 40 via the first speed change mechanism FG or the second speed change mechanism SG with the electric power supplied from the battery.
In other words, the tooth number ratio between the intermediate gear 35 and the driven gear 34a (the number of teeth of the driven gear 34a / the number of teeth of the intermediate gear 35) is A, and the gear ratio (the driving gear 24a) between the intermediate gear 35 and the driving gear 24a. If the number of teeth of 24a / the number of teeth of the intermediate gear 35 is B, the driving viewed from the second MG 56 side will be described below.

When the 1-3 sleeve 54 is moved to the left, the product of the first gear ratio (the number of teeth of the first gear driven gear 48b / the number of teeth of the first gear driven gear 48a) and A is the first gear speed change in the EV mode. When driving to the right and moving to the right, the product of the 3rd speed ratio (the number of teeth of the 3rd speed driven gear 50b / the number of teeth of the 3rd speed driven gear 50a) and A is the 3rd speed ratio of the EV mode. To drive.
When the 5th speed sleeve 71 is moved to the right, the product of the 4th speed ratio (the number of teeth of the 3rd speed driven gear 50b / the number of teeth of the 4th speed drive gear 70a) and B is the 5th speed shift in the EV mode. Drive as a ratio.
Therefore, in the EV mode, it is possible to drive with the above three types of gear ratios.
Further, by rotating the second MG 56 in the reverse direction, it is possible to drive in reverse with the above three types of gear ratios, but in general, the reverse travels at the gear ratio of the first speed in the EV mode.

When shifting between 1st speed, 3rd speed and 5th speed while traveling in EV mode, stop driving by 2nd MG56 and move 1-3 sleeve 54 or 5th speed sleeve to the other side. After driving the second MG 56 again and moving the 1-3 sleeve 54 or the 5th speed sleeve to the other while starting the engine 1 and switching to the 2nd or 4th speed of the HV mode as described later, There are two methods of stopping the engine 1 and returning to running in the EV mode.
Of course, the latter method is a driving force by the engine 1 and can change the speed while maintaining the torque of the output shaft 40.

  Next, the operation from the start of the engine 1 to the fifth speed in the HV mode while the vehicle is stopped will be described. Unless otherwise specified in the following description, odd-numbered stages of 1st speed, 3rd speed, and 5th speed refer to driving in HV mode, and even speeds of 2nd speed and 4th speed refer to driving in gear transmission mode.

When the engine 1 is stopped, the clutch 12 is disengaged, the 1-3 sleeve 54 is moved to the left side, and the first MG 36 is rotated in the forward direction to move the carrier 28, the input shaft 10 and the like. The crankshaft 2 connected via the rotation rotates and can be started by fuel supply to the engine 1 and ignition operation. The reason for starting the engine 1 in the first-speed driving state is to prepare for the next start in the HV mode.
During the above operation, when the first MG 36 is rotated forward at the start of the engine 1, a reaction torque acts in the direction in which the ring gear 24 is rotated in the reverse direction. Therefore, to counteract this, the second MG 56 is temporarily moved in the forward rotation direction. Torque is output.

When the engine 1 is started, the torque is divided into two by the planetary gear 20, and one torque drives the first MG 36 from the sun gear 22 to generate electric power, and the other torque is generated from the ring gear 24 to the first speed drive gear 48 a, 1. The output shaft 40 is driven via the fast driven gear 48b or the like.
The electric power generated by the first MG 36 is supplied to the second MG 56 through the controller, and the second MG 56 drives the output shaft 40 in the same manner as the first speed in the EV mode.
Therefore, the output shaft 40 is driven from the ring gear 24 and the second MG 56 to start the vehicle at the first speed and travel.

When the torque and rotation speed of the engine 1 are constant, when the rotation speed of the output shaft 40 and the second MG 56 is low, the rotation speed of the sun gear 22 and the first MG 36 is high. In response, the torque generated by the second MG 56 that drives the output shaft 40 is large.
Then, as the rotational speed of the output shaft 40 and the second MG 56 gradually increase, the rotational speed of the first MG 36 and the generated power decrease, and the torque generated by the second MG 56 also decreases. The output shaft 40 is driven by the action.
This state is the first speed traveling in the HV mode.

Next, the shift from the first speed to the second speed will be described.
When the vehicle speed further increases in the traveling at the first speed, the rotational speed of the first MG 36 eventually becomes 0 (zero), and further reversely rotates.
In the vicinity of the speed ratio (rotational speed of the input shaft 10 / rotational speed of the output shaft 40) as an electric CVT at which the rotational speed of the first MG 36 becomes 0, the gear ratio of the second speed (the teeth of the first speed driven gear 48b). The number of teeth of the number / 2-speed drive gear 42a) is set in advance.
Then, the 2-4 sleeve 46 is moved to the left to be in the second speed connected state, and the clutch 12 is connected when the speed ratio of the electric CVT becomes substantially the same as the speed ratio of the second speed. When the power generation of the first MG 36 and the driving by the second MG 56 are stopped and they are idled, the torque of the input shaft 10 acts on the second-speed drive gear 42a, so that the second speed is automatically and smoothly switched. The second speed is a mechanical drive with a fixed gear ratio.

Next, shifting from the second speed to the third speed will be described.
During driving at the second speed, almost no torque acts on the intermediate shaft 34, so the 1-3 sleeve 54 is made neutral here. Then, the rotation speeds of the first MG 36 and the second MG 56 are changed under the control of the controller, and the third speed drive gear 50 a is controlled to be the same as the rotation speed of the intermediate shaft 34. Subsequently, when the 1-3 sleeve 54 is moved rightward to connect the 3rd speed drive gear 50a and the intermediate shaft 34, the state is switched to a state where the 3rd speed can be driven.
Here, the first MG 36 is caused to generate power again, the electric power is supplied to the second MG 56 to drive the output shaft 40, and when the clutch 12 is released, the speed is switched to the third speed.
In the third speed, only the gear ratio between the intermediate shaft 34 and the output shaft 40 is different from the first speed described above, and the output shaft 40 is driven by the action as a so-called electric CVT as described in the first speed. To do.

Next, shifting from the third speed to the fourth speed will be described.
Also in this case, the procedure is basically the same as that described for the shift from the first speed to the second speed.
That is, in the vicinity of the speed ratio (rotation speed of the input shaft 10 / rotation speed of the output shaft 40) as an electric CVT in which the rotation speed of the first MG 36 is 0 at the third speed, the transmission ratio of the fourth speed (the third speed driven gear). The number of teeth of 50b / the number of teeth of the 4-speed drive gear 70a) is set in advance.
As a result, it is possible to switch to the fourth speed in the same manner as the shift from the first speed to the second speed. The fourth speed is a mechanical drive with a fixed gear ratio as in the second speed.

Next, shifting from the fourth speed to the fifth speed will be described.
Also in this case, the procedure is basically the same as that described for the shift from the second speed to the third speed.
That is, during driving at the 4th speed, almost no torque acts on the intermediate shaft 34. Therefore, the 5th speed sleeve 71 is moved rightward to connect the ring gear 24 and the 4th speed driving gear 70a. First, the first MG 36 is caused to generate power again, and the electric power is supplied to the second MG 56 to drive the output shaft 40. When the clutch 12 is released, the first MG 36 is switched to the fifth speed.
In this case, the speed ratio between the ring gear 24 and the output shaft 40 is the same as that of the fourth speed, but there is no reduction (reduction ratio: A / B) between the driving gear 24a and the driven gear 34a, so that the speed ratio is larger than that of the third speed. Thus, the electric CVT with a lower gear ratio is obtained.

Next, a case will be described in which the speed is changed from the fifth speed to the third speed in a state where the engine 1 is outputting due to a change in operating conditions.
In this case, the 2-4 sleeve 46 is kept in the 4-speed connected state, and the clutch 12 is connected while reducing the power generation by the first MG 36 and the driving by the second MG 56 by controlling the controller while maintaining the output of the engine 1. Then, it switches to the aforementioned fourth speed.

  While driving at this 4th speed, the 5th speed sleeve 71, which has no torque applied, is returned to neutral, and the rotational speed of the first MG 36 and the second MG 56 is equal to the speed ratio of the 4th speed at the 3rd speed under the control of the controller. The speed is changed so that the speed ratio of the electric CVT is obtained, and the 1-3 sleeve 54 is moved to the right to be connected to the 3rd speed, the first MG 36 is generated again, and the power is supplied to the second MG 56 and output. When the shaft 40 is driven and the clutch 12 is released, the speed is switched to the third speed.

Although the above description is a case of switching from the fifth speed to the third speed, it is also possible to switch from the fifth speed to the first speed during the relatively low speed traveling as described above.
That is, while the 2-4 sleeve 46 is in the 2nd speed connected state while traveling at the 5th speed, the controller 1 controls the power generation by the first MG 36 and the drive by the second MG 56 while maintaining the output of the engine 1. When the clutch 12 is connected, the gear shift mode is switched to the second speed.
Subsequently, while driving at the second speed, the second speed is switched to the first speed by the same operation as the switching from the fourth speed to the third speed.
Of course, if the driving conditions change while driving at the second speed, it is possible to switch to the third speed as well.

Next, a case where braking is performed during traveling at the fifth speed and a case where switching from the fifth speed to the third speed during braking will be described.
When braking while traveling at the fifth speed, the engine 1 is immediately stopped and the second MG 56 is caused to generate power. The electric power generated by the second MG 56 is stored in a battery, and the electric power stored in the battery performs so-called energy regeneration that is used when the vehicle is accelerated in the EV mode or the like next time.

To perform stronger braking, switch from the fifth speed to the third speed as follows.
That is, during braking at the fifth speed, the braking by the second MG 56 is stopped, and the 2-4 sleeve 46 is connected to the fourth speed, and when the clutch 12 is connected, the gear shift mode is switched to the fourth speed and no fuel is supplied. However, the engine 1 rotates, that is, a so-called engine brake state is maintained and the braking force is maintained.
Similarly to the above, the fifth speed sleeve 71, which is no longer affected by torque, is made neutral, and the 1-3 sleeve 54 is moved rightward to bring it into a third speed connected state.
And while making 2nd MG56 generate electric power, the clutch 12 is released and the engine 1 is stopped. Again, as described above, a braking force stronger than the fifth speed can be obtained while energy regeneration by the power generation of the second MG 56 is performed.

When the vehicle speed further decreases to ensure a strong braking force, the speed is switched from the third speed to the first speed.
That is, like the above-mentioned switching from the fifth speed to the third speed, the driving by the second MG 56 is stopped during the braking at the third speed, and the clutch 12 is connected with the 2-4 sleeve 46 connected to the second speed. Then, the speed is switched to the second speed, and the engine braking state is set to maintain the braking force.
Then, as in the case of switching from the 2nd speed to the 1st speed described above, the 1-3 sleeve 54, which no longer acts as a torque, is moved to the left to be in the 1st speed connected state, causing the second MG 56 to generate power, and the clutch 12 to Release the engine 1 to stop. Again, as described above, a braking force stronger than the third speed can be obtained while energy regeneration by the power generation of the second MG 56 is performed.
Of course, after switching to the first speed, braking by energy regeneration can be continued, or the engine 1 can be started and accelerated at the first speed.

Here, starting of the running engine 1 will be described.
While the engine 1 is stopped, the first MG 36 generates power regardless of whether the 1-3 sleeve 54 or the 5th speed sleeve 71 is in the 1st speed, 3rd speed or 5th speed state. The engine 1 can be started by rotating the shaft 2 forward.
Alternatively, the engine 1 can be started by rotating the crankshaft 2 forward by connecting the clutch 12 to the second speed or the fourth speed.

  The 2nd and 4th speeds are positions for switching between the 1st and 3rd speeds, and between the 3rd and 5th speeds, but they are advantageous for fuel efficiency as a mechanical drive with a fixed transmission ratio with high power transmission efficiency. Needless to say, it can be used for steady driving under various operating conditions.

The above is the outline of the operation of the first embodiment. In the first embodiment, the following effects can be obtained.
While adding a function as a sub-transmission of 1st speed, 3rd speed, and 5th speed to the electric CVT in the HV mode, a loss caused by driving a hydraulic pump as in the conventional example, a non-actuated multi-plate clutch or Since there is no loss of drag resistance at the brake, the power transmission efficiency is improved, and the fuel efficiency and environmental performance of the vehicle are improved.

  As a three-stage auxiliary transmission for electric CVT, the ring gear 24 and the fourth speed drive gear 70a are connected to drive the fifth speed, so that it is not necessary to provide a dedicated gear for the fifth speed. For this reason, since the structure is simple and the weight is light, this aspect is advantageous in terms of fuel consumption, and the manufacturing cost can be kept low.

Although FIG. 1 has been described with a configuration suitable for a so-called horizontal engine front-wheel drive vehicle, it is of course applicable to a rear-wheel drive vehicle in which the engine is mounted on the rear side of the vehicle.
Although the clutch 12 has been described as a general dry friction clutch, the input shaft 10 and the gear drive shaft 30 are integrally connected to each other, and the second speed and the fourth speed can be achieved only by moving the 2-4 sleeve 46. A switching method may be used, and a one-way clutch may be appropriately combined therewith.

Next, an automobile drive device according to a second embodiment of the present invention will be described.
FIG. 2 is a skeleton diagram of the main part of the automobile drive device according to the second embodiment of the present invention.
Here, the description will focus on parts that are different from the first embodiment, and parts that are substantially the same as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

The difference between the second embodiment and the first embodiment is that the connection relationship of the second MG 56 is different. That is, in the second MG 56, a drive gear 58 integral with the rotor 56a meshes with the first speed drive gear 48a via the intermediate gear 60, and the output shaft 40 is connected to the output shaft 40 at a constant speed ratio via the first speed drive gear 48a. Always connected.
Therefore, the second MG 56 can always drive or brake the output shaft 40 at a constant speed ratio regardless of the drive mode and the speed ratio of the first speed change mechanism and the second speed change mechanism.
Therefore, energy regeneration is always possible at the time of braking, and the HV mode is switched by rotating the engine 1 in the gear shift mode 2nd speed or 4th speed driving relationship as described in the first embodiment. There is no need to do.
In the second embodiment, the second MG 56 is connected to the output shaft 40 via the first speed drive gear 48a. However, the second MG 56 is not limited to this and is connected to the third speed drive gear 50a, the second speed drive gear 42a, and the fourth speed drive gear 70a. You may connect with the output shaft 40. FIG.

Next, the operation of the automobile drive device according to the second embodiment of the present invention shown in FIG. 2 will be described.
As described above, the output torque of the second MG 56 is different only in that it is driven at a constant gear ratio in both the EV mode and the HV mode, and the others are basically the same.
Therefore, the EV mode is limited to driving with one gear ratio for both forward and reverse travel.
The operation from the start of the engine 1 to the fifth speed in the HV mode is limited to the driving by the second MG 56 with a single gear ratio, but since there is generally no significant difference from the first embodiment, a detailed description will be given. Is omitted.

Further, as described above, switching between the 5th, 3rd, and 1st positions of the HV mode during braking is performed in a state where the second MG 56 generates power and obtains braking torque without passing through the gear shift mode. be able to. That is, while the second MG 56 is generating power, almost no torque acts on the intermediate shaft 34, so switching between the fifth speed, the third speed, and the first speed is performed in this state.
Since other operations are the same as those of the first embodiment, the description thereof is omitted.

In the second embodiment, in addition to the effects described in the first embodiment, the following effects can be obtained.
As described above, it is possible to smoothly switch between the fifth speed, the third speed, and the first speed in the HV mode at the time of braking, and respond quickly even if there is a change in operating conditions during the switching. Can do. In addition, energy regeneration is always possible during braking.

Next, an automobile drive device according to Embodiment 3 of the present invention will be described.
FIG. 3 is a skeleton diagram of the main part of the automobile drive device according to the third embodiment of the present invention.
Here, the description will focus on the parts that are different from the first embodiment, and the parts that are substantially the same as those of the first embodiment are denoted by the same reference numerals and the description thereof is omitted.

The difference between the third embodiment and the first embodiment is that the input shaft 10 and the output shaft 40 can be set to the same rotation center.
In this connection, the second MG 56 is disposed at the same rotation center as the input shaft 10, and the rotor 56 a is connected to the ring gear 24, and the auxiliary shaft 33 connected to the gear drive shaft 30 is provided. And arranged parallel to the output shaft 40.
The second difference is that the first reverse gear 78, the second reverse gear 80, and the reverse shaft 68 parallel to the auxiliary shaft 33 are provided.

Details will be described below.
The first drive gear 30 a that is integral with the gear drive shaft 30 meshes with the first driven gear 33 a that is integral with the auxiliary shaft 33.
The intermediate shaft 34 is arranged in parallel with the input shaft 10 and the output shaft 40, but is connected to the ring gear 24 by a drive gear 24 a integrated with the ring gear 24 and a driven gear 34 a integrated with the intermediate shaft 34. is there.
The countershaft 33 meshes with a first drive gear 30a integral with the gear drive shaft 30 and a countershaft driven gear 33a integral with the countershaft 33. The subshaft 33 is substantially the same as the gear drive shaft 30 in the first embodiment. It can be regarded as equivalent.
A 5-speed hub 30b integrated with the gear drive shaft 30 and a 5-speed sleeve 71 engaged with the 5-speed hub 30b are provided, and the 5-speed sleeve 71 is moved to the left to be connected to the dog teeth 24c. Thus, the ring gear 24 and the fourth speed drive gear 70a can be connected. In addition, by connecting the 2-4 sleeve 46 to the 4th speed drive gear 70a, the ring gear 24 can drive the output shaft 40 via the 4th speed drive gear 70a and the 3rd speed driven gear 50b. Is a concatenation of
Again, the 4-speed drive gear 70a constitutes a high-speed gear of the present invention that can be connected to the ring gear 24 and the gear drive shaft 30 of the second rotating element, respectively.

A first reverse gear 78 integral with the reverse shaft 68 meshes with the drive gear 24a. In FIG. 3, the two are drawn apart for the sake of convenience, but actually they are engaged as shown by the chain line.
A second reverse gear 80 rotatably provided on the reverse shaft 68 meshes with the first driven gear 33a. The reverse hub 82 integrated with the reverse shaft 68 is provided with a reverse sleeve 84 whose rotational direction is integrated with the reverse shaft and movable in the axial direction, and the reverse sleeve 84 moves to the right from the neutral position depicted in FIG. The internal teeth mesh with the dog teeth 80 c integrated with the second reverse gear 80 to connect the second reverse gear 80 and the reverse shaft 68.
Accordingly, when the second reverse gear 80 and the reverse shaft 68 are connected, the ring gear 24 can drive the counter shaft 33 in the reverse direction.

Next, the operation of the automobile drive device according to the third embodiment of the present invention shown in FIG. 3 will be described.
Here, the points different from the first embodiment will be mainly described.
As described above, the arrangement of some of the shafts and gears is different, but the connection relationship is basically the same as in the first embodiment except for the periphery of the reverse shaft 68. Therefore, description about forward travel is omitted.

  As for the reverse movement, the second reverse gear 80 and the reverse shaft 68 are connected to each other by moving the reverse sleeve 84 to the right, and the 2-4 sleeve 42 is connected to the second speed, and then the second reverse gear 80 is connected to the second speed. It is possible to reverse the EV mode by forward rotation of the 2MG 56 and to start and start the engine 1 and travel. The second-speed drive gear 42a and the second-speed driven gear 42b are used for the reverse drive. However, since the ring gear 24 and the countershaft 33 are connected to each other, only the reverse movement of the third embodiment is performed at the second speed in the HV mode. Drive.

  In the third embodiment, in addition to the effects described in the first embodiment, the following effects can be obtained. The automobile drive device according to the third embodiment can be applied to a front engine rear drive (FR) vehicle, and is excellent in applicability to a so-called vertical engine type vehicle.

As can be seen from the above description, the automobile drive device of the present invention does not use a wet multi-plate clutch with a large drag resistance while realizing various drive modes, so it is widely used in general automatic transmissions and the like. Compared to the use of wet type multi-plate hydraulic clutches and brakes, the highest power transmission efficiency is achieved by reducing hydraulic pump drive loss and non-actuated clutch and brake drag resistance. It is a merit.
As a result, fuel efficiency is improved and an effect can be expected from the environmental aspect.
The above is described with an example of five stages from the first speed to the fifth speed. However, the present invention is not limited to this, and the number of shift stages can be increased.

  The automobile drive device of the present invention is based on general knowledge of a person skilled in the art, and selects the optimum drive mode according to the driving condition of the automobile for driving, GPS (global positioning system), car Based on information such as a navigation system, it can be implemented in a mode combined with a device such as optimal control on a long road or on a highway.

The automobile drive device of the present invention can be applied to a passenger car or the like that places particular emphasis on travel costs and is required to reduce the environmental load. However, the present invention is not limited to these, and various vehicles using an internal combustion engine and a motor / generator. Can be applied to.

FG 1st speed change mechanism SG 2nd speed change mechanism 1 Engine 10 Input shaft 12 Clutch 20 Planetary gear 30 Gear drive shaft 34 Intermediate shaft 36 1st MG
40 Output shaft 42a 2nd speed drive gear 48a 1st speed drive gear 50a 3rd speed drive gear 56 2nd MG
70a 4-speed drive gear

Claims (3)

In an automobile drive device used in an automobile that includes an engine capable of outputting power from a crankshaft, a first motor generator, and a second motor generator, and that can be driven by these,
An input shaft;
A gear drive shaft connectable to the input shaft;
An intermediate shaft,
An output shaft;
A first rotating element capable of dividing power input from the crankshaft, coupled to the crankshaft via the input shaft and connectable to the gear drive shaft; and a second rotating element connected to the intermediate shaft; A planetary gear having a third rotating element coupled to the first motor generator;
A first speed change mechanism that is between the intermediate shaft and the output shaft and obtains a plurality of speed ratios by switching the first dog clutch;
A second speed change mechanism that is between the gear drive shaft and the output shaft and obtains a plurality of speed ratios by switching a second dog clutch;
The second motor generator connected to either the intermediate shaft or the output shaft;
An automotive drive device comprising: a high-speed gear that can be connected to the second rotating element and the gear drive shaft.   2. The automobile according to claim 1, wherein a speed ratio for increasing speed is obtained between the intermediate shaft and the output shaft by connecting the second rotating element and the high-speed gear. Drive device. The gear drive shaft is the same rotation center as the planetary gear,
The gear drive shaft and the intermediate shaft are arranged in parallel,
Connecting the second rotating element and the intermediate shaft via an intermediate gear;
3. The automobile drive device according to claim 1, wherein the second motor generator is connected to the intermediate shaft via the intermediate gear.

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