JP2006282070A - Hybrid drive unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid drive device capable of an overdrive mode and capable of preventing a shock accompanying switching of an operation mode.
SOLUTION: A plurality of engagement devices CL, BH for changing a connection relationship between a rotating element in any one differential gear mechanism 4 and a rotating element in another differential gear mechanism 5 and a fixed state of any rotating element. And an operation mode for accelerating and outputting the power output from the internal combustion engine 1, and another operation mode in which the relationship between the operation states of the internal combustion engine and the output member is different from the operation mode. The mode is selected by switching the engagement / release state of the engagement devices CL and BH, and switching the engagement / release state of the engagement devices CL and BH is connected to other rotating elements by the switching. Mode switching means 22 that executes in a synchronized state in which the rotational speed of any of the rotating elements whose relationship changes does not change due to the switching.
[Selection] Figure 1

Description

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

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

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

Patent Document 2 describes a hybrid vehicle having a configuration in which a transmission is interposed in a power transmission path from an engine to a drive shaft. Specifically, the transmission performs a speed increasing action by inputting to the ring gear with the sun gear fixed, and a so-called direct connection state in which the carrier and the ring gear rotate together to rotate integrally. This planetary gear mechanism is mainly configured. A configuration in which this planetary gear mechanism is disposed immediately after the engine and connected to the engine, and a configuration in which the planetary gear mechanism is disposed immediately before the output shaft and the power of the engine or motor / generator is input are disclosed in Patent Document 2. It is described in.
JP 2000-62483 A JP 2000-346187 A

  The device described in Patent Document 1 is configured to set the first mode at low vehicle speeds and to set the second mode at high vehicle speeds. On the alignment chart showing the operating state, the member connected to the engine and the member connected to the output shaft are adjacent to each other. Therefore, if the engine speed is relatively lowered in the low load high vehicle speed state, the motor / generator speed is increased to increase the amount of power transmission accompanied by power conversion, resulting in improved fuel efficiency. May be reduced. In other words, when the vehicle speed is high, the engine speed may increase, making it difficult to perform a fuel-efficient driving.

  Further, the hybrid vehicle described in Patent Document 2 is configured to switch to a deceleration state in which the planetary gear mechanism constituting the transmission functions as a speed reducer and a directly connected state in which the whole rotates integrally. Therefore, the transmission has a so-called independent relationship with a mechanism for synthesizing and distributing the torque of the engine and the motor / generator. That is, it is not configured to connect a plurality of rotating elements in the planetary gear mechanism constituting the transmission to a mechanism for synthesizing and distributing the torque of the engine or motor / generator. Therefore, when switching between the deceleration state and the direct connection state, the number of rotations of a predetermined rotating member such as the engine or a carrier to which the engine is connected changes as the brake or clutch is engaged / released. In other words, since so-called synchronous switching is not performed, there is a possibility that the shock is worsened or switching control becomes difficult.

  The present invention has been made paying attention to the above technical problem, and when mounted on a vehicle, the rotational speed of the internal combustion engine in a high vehicle speed state can be suppressed to improve fuel efficiency, and driving for that purpose. It is an object of the present invention to provide a hybrid drive device that can easily switch modes.

  In order to achieve the above object, an invention according to claim 1 is directed to an internal combustion engine and an electric motor having a power generation function via a plurality of sets of differential gear mechanisms each having a plurality of rotating elements that perform a differential action. In the hybrid drive device in which the output member is connected, a plurality of members that change the connection relationship between the rotating element in one of the differential gear mechanisms and the rotating element in the other differential gear mechanism and the fixed state of any of the rotating elements. At least one of an engagement device, an operation mode for accelerating and outputting the power output from the internal combustion engine, and another operation mode in which the relationship between the operation states of the internal combustion engine and the output member is different from the operation mode. Two operation modes are selected by switching the engagement / disengagement state of the engagement device, and switching of the engagement / release state of the engagement device is performed by switching the connection relationship with another rotating element. There is characterized in that the rotational speed of any rotating element which changes and a mode switching means for performing a synchronous state does not vary with the switching.

  According to a second aspect of the invention, in the operation mode of the first aspect of the invention, the power output from the internal combustion engine is increased by one of the differential gear mechanisms and transmitted to another differential gear mechanism. And a driving mode in which the power output from the internal combustion engine and the torque of any one of the motors are combined and transmitted to the other differential gear mechanism. .

  The invention of claim 3 is the invention of claim 1 or 2, wherein the differential gear mechanism includes a planetary gear mechanism having an input element, a fixed element, and an output element, and any one of the planetary gear mechanisms is A power transmission transmitted from the internal combustion engine to the input element is configured to form an overdrive planetary gear mechanism that increases the rotational speed and outputs it to another planetary gear mechanism via the output element in a state where the fixed element is fixed, and A brake mechanism that selectively fixes a fixed element of any planetary gear mechanism, and a clutch mechanism that connects the fixed element to any element in the other planetary gear mechanism in a state in which the fixed element is released by the brake mechanism; It is a hybrid drive device characterized by comprising.

  According to a fourth aspect of the present invention, in the first or second aspect of the present invention, the differential planetary gear mechanism increases the power input to the input element and outputs it from the output element when the fixed element is fixed. And a composite planetary gear mechanism in which the ring gears and the carriers are combined and combined with each other, and an output element of the first planetary gear mechanism includes a gear mechanism, a double pinion type planetary gear mechanism, and a single pinion type planetary gear mechanism. The internal planetary engine is connected to the ring gear of the compound planetary gear mechanism, and the input gear element of the first planetary gear mechanism. The sun gear and the single pinion type of the double pinion planetary gear mechanism in the compound planetary gear mechanism The motor is connected to each of the sun gears of the planetary gear mechanism, and further, the fixed element of the first planetary gear mechanism is selected. And a clutch mechanism for selectively connecting the fixing element of the first planetary gear mechanism and the sun gear of the single pinion type planetary gear mechanism constituting the compound planetary gear mechanism. The hybrid drive device characterized by the above.

  The invention according to claim 5 is an operation in which the operation mode according to any one of claims 1 to 4 causes one of the two electric motors to function as a generator and the other electric motor to function as a motor. And a driving state in which the one electric motor functions as a motor and the other electric motor functions as a generator.

  On the other hand, the invention of claim 6 is a hybrid drive device in which an internal combustion engine and a first motor and a second motor having a power generation function are connected to an output member via a gear mechanism including a planetary gear mechanism. A first pinion-type first planetary gear mechanism having a first sun gear, a first ring gear, and a first carrier holding a pinion gear meshing with the first sun gear and the first ring gear as a rotating element, a second sun gear, A double-pinion planetary gear mechanism having a two-ring gear, a pinion gear meshing with the second sun gear, and a second carrier holding the pinion gear and another pinion gear meshing with the second ring gear; and the second carrier And the second ring gear and the second ring gear meshed with and held by the second carrier. And a Ravigneaux type planetary gear mechanism comprising a single pinion type planetary gear mechanism having a third sun gear meshing with the pinion gear as a rotating element, and the first ring gear and the second ring gear rotate together. The internal combustion engine is connected to the first carrier, the first electric motor is connected to the second sun gear, the second electric motor is connected to the third sun gear, and the second carrier is connected to the second carrier. The output member is coupled to the clutch, and further includes a clutch mechanism that selectively couples the first sun gear and the third sun gear, and a brake mechanism that selectively fixes the first sun gear. Is.

  Further, the invention of claim 7 is directed to a hybrid drive apparatus in which an internal combustion engine and a first motor and a second motor having a power generation function are connected to an output member via a gear mechanism including a planetary gear mechanism. Includes a first pinion-type first planetary gear mechanism having a first sun gear, a first ring gear, and a first carrier holding a pinion gear meshing with the first sun gear and the first ring gear, a second sun gear and a second A single pinion type second planetary gear mechanism having a ring gear and a second carrier that holds a pinion gear meshing with the second sun gear and the second ring gear and that is connected to the first ring gear, and a third sun gear; A third ring gear connected to the second carrier and a pinion that meshes with the third sun gear and the third ring gear. A single pinion type third planetary gear mechanism having a rotating element and a third carrier connected to the second ring gear, the internal combustion engine being connected to the first carrier, The first motor is connected to two sun gears, the second motor is connected to the third sun gear, the output member is connected to the third carrier, and the first sun gear and the third sun gear are selectively connected A clutch mechanism to be connected and a brake mechanism for selectively fixing the first sun gear are provided.

  According to the first aspect of the present invention, it is possible to set an operation mode in which the motive power output from the internal combustion engine is increased and output. Therefore, when the vehicle speed is relatively high, an increase in the rotational speed of the internal combustion engine can be suppressed. Therefore, it is easy to drive the internal combustion engine in a fuel-efficient state, and when switching to each operation mode, the rotation speed of the predetermined rotating member does not change with the engagement / release state of the engagement device. Shock associated with mode switching can be prevented or suppressed.

  According to a second aspect of the present invention, any one of the differential gear mechanisms functions as a mechanism for so-called overdrive in a predetermined operation mode, and the differential gear mechanism is different in other operation modes. The differential gear mechanism is combined in cooperation with the differential gear mechanism, so that the so-called synchronous switching described above is possible, so that the fuel consumption at high vehicle speed can be improved and the deterioration of the shock can be prevented. Or switching control of the operation mode becomes easy.

  Furthermore, according to the invention of claim 3, by fixing the fixing element of the overdrive planetary gear mechanism by the brake mechanism, the power output from the internal combustion engine is accelerated and transmitted to the other planetary gear mechanism, A so-called overdrive mode can be set in which the rotational speed of the internal combustion engine is lowered relative to the rotational speed of the output member, and when the brake mechanism is released and the clutch mechanism is engaged, the fixed element is Since these planetary gear mechanisms cooperate with each other to form a combined planetary gear mechanism that is combined with any other planetary gear mechanism, when switching between engagement and release of the brake mechanism and clutch mechanism, In addition to being able to set an overdrive state as a result of being able to set a synchronized state where the rotational speed does not change by switching, it is possible to set the operation mode. It is possible to prevent or suppress the shock due to e.

  Furthermore, according to the invention of claim 4, the same effects as those of the invention of claim 1 or 2 described above can be obtained, and two sets of single pinion type planetary gear mechanisms and a set of double pinion type planets are provided. A gear mechanism or a single pinion planetary gear mechanism and a pair of Ravigneaux planetary gear mechanisms and a pair of engagement devices and a gear mechanism for a hybrid drive device capable of an overdrive mode can be configured. As a result, it is advantageous for reducing the size and weight of the hybrid drive device.

  Further, according to the invention of claim 5, in addition to obtaining the same effect as the invention of claims 1 to 4 described above, it is possible to set a plurality of operation modes by effectively functioning two electric motors. it can.

  On the other hand, according to the invention of claim 6, two operation modes including an overdrive mode can be set with a configuration mainly composed of a set of single pinion type planetary gear mechanisms and a set of Ravigneaux type planetary gear mechanisms. In addition, a hybrid drive device capable of so-called synchronous switching of operation modes can be obtained.

  According to the seventh aspect of the present invention, two operation modes including the overdrive mode can be set with a configuration mainly composed of three single pinion type planetary gear mechanisms, and so-called synchronous switching of the operation modes is possible. A hybrid drive device can be obtained.

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

  The engine 1 is connected to the first planetary gear mechanism 4. As shown in FIG. 1, the first planetary gear mechanism 4 is a single pinion type planetary gear mechanism that constitutes a so-called overdrive mechanism by itself and is further combined with another planetary gear mechanism 5 in combination. The planetary gear mechanism is configured. That is, an output member such as a crankshaft of the engine 1 is connected to the carrier 6 in the first planetary gear mechanism 4. Needless to say, a power transmission mechanism such as a starting clutch or a torque converter (a torque converter with a lock-up clutch) may be appropriately provided between the engine 1 and the carrier 6. Therefore, the carrier 6 is an input element.

  Further, the rotation of the first sun gear 7 is selectively stopped between the sun gear (hereinafter referred to as the first sun gear) 7 of the first planetary gear mechanism 4 and a fixing portion 8 such as a casing (the first sun gear 7 is A brake mechanism BH is provided which is selectively fixed. The brake mechanism (hereinafter simply referred to as a brake) BH is composed of a wet multi-plate brake or a band brake, and is configured to be engaged / released by an actuator (not shown) that operates based on an electric signal. . Therefore, the first sun gear 7 serves as a fixed element (or reaction force element), and the ring gear (hereinafter referred to as first ring gear) 10 serves as an output element.

  The first planetary gear mechanism 4 is arranged on the same axis as the engine 1 on the output side of the engine 1, and the second planetary gear mechanism 5 is arranged on the same axis as the first planetary gear mechanism 4. ing. In the example shown in FIG. 1, the second planetary gear mechanism 5 is constituted by a Ravigneaux type planetary gear mechanism. That is, a sun gear (hereinafter referred to as a second sun gear) 11 that is an external gear and a ring gear (hereinafter referred to as a second ring gear) 12 that is an internal gear are arranged concentrically, and the second sun gear 11 The inner peripheral side pinion gear 13 is meshed with the inner peripheral side pinion gear 13 and the second ring gear 12, and the outer peripheral side pinion gear 14 is meshed with the carrier (hereinafter referred to as a second carrier). ) 15 so that it can rotate and revolve freely. Therefore, the second sun gear 11, the second ring gear 12, and the second carrier 15 form a double pinion type planetary gear mechanism.

  Further, another sun gear (hereinafter referred to as a third sun gear) 16 is disposed adjacent to the second sun gear 11, and the third sun gear 16 is engaged with the outer peripheral side pinion gear 14. Therefore, the third sun gear 16, the second ring gear 12, and the second carrier 15 form a single pinion type planetary gear mechanism.

  A clutch mechanism (hereinafter simply referred to as a clutch) CL for selectively connecting the first sun gear 7 and the third sun gear 16 is provided. The clutch CL is composed of a wet multi-plate clutch, and is configured to be engaged / released by an actuator (not shown) that operates based on an electric signal.

  Further, a first motor / generator (MG1) 2 is connected to the second sun gear 11. As an example, the first motor / generator 2 is configured by a synchronous motor including a permanent magnet in a rotor, and is configured to function as a generator and an electric motor. The rotor is connected to the second sun gear 11, and the stator is fixed to a casing (not shown) or the like. A second motor / generator (MG2) 3 is connected to the third sun gear 16. As an example, the second motor / generator 3 is configured by a synchronous motor including a permanent magnet in a rotor, and is configured to function as a generator and an electric motor. The rotor is connected to the third sun gear 16, and the stator is fixed to a casing (not shown) or the like. An output member 18 is connected to the second carrier 15. The output member 18 is a member for transmitting torque to another member (not shown) such as a front differential, and is constituted by a rotating shaft, a gear, a sprocket, or the like.

  Each of the motor / generators 2 and 3 is connected to a power storage device 21 such as a battery or a capacitor via inverters 19 and 20 provided correspondingly. Therefore, one motor / generator 2 (or 3) is configured to function as a generator, and the generated electric power is applied to the other motor / generator 3 (or 2) to function as a motor. . Further, electric power is supplied from the power storage device 21 to any one of the motor / generators 2 and 3 so that the motor / generators 2 and 3 function as a motor.

  An electronic control unit (ECU) 22 is provided for controlling the inverters 19 and 20, the brake BH, the clutch CL, and the like. The electronic control unit 22 is mainly composed of a microcomputer, and receives control signals for performing control such as power generation by the motor generators 2 and 3 and output torque as a motor or engagement / release of the brake BH and the clutch CL. It is configured to output. Note that various signals such as a vehicle speed, an accelerator opening degree, and a storage capacity (SOC: State Of Charge) in the power storage device 21 are input to the electronic control device 22.

  Next, the operation of the hybrid drive apparatus having the above-described configuration will be described. In the above hybrid drive device, two types of modes can be set as operation modes for traveling forward. Here, the operation mode is a power transmission path for transmitting torque from the engine 1 to the output member 18 or a combination of operating states of the motor generators 2 and 3. Specifically, these operation modes are a low speed mode L and a high speed mode H, which are set according to the engaged / released state of the brake BH and the clutch CL.

  FIG. 2 collectively shows the relationship between each operation mode and the engagement / release states of the brake BH and the clutch CL. In FIG. 2, “◯” indicates an engaged state, and “X” indicates a released state. First, the low speed mode L is set by engaging the clutch CL and releasing the brake BH. Therefore, in the first planetary gear mechanism 4, the ring gear 10 is connected to the ring gear 12 of the second planetary gear mechanism 5, which is a Ravigneaux type planetary gear mechanism, and the sun gear 7 is connected to the second planetary gear by the clutch CL. Since it is connected to the third sun gear 16 of the mechanism 5, it forms a compound planetary gear mechanism in cooperation with the second planetary gear mechanism 5. In the compound planetary gear mechanism, the first carrier 6 serves as an input element, the second carrier 15 serves as an output element, and one of the second and third sun gears 11 and 16 is a reaction force element or a second input element. It becomes. That is, a four-element compound planetary gear mechanism is formed.

  A nomogram in this state is shown in FIG. 3, in which power is input from the engine 1 to the first carrier 6 and the second motor / generator 3 functions as a generator to apply reaction torque to the third sun gear 16. Further, by causing the first motor / generator 2 to function as a motor and applying motor torque to the second sun gear 11, the second carrier is rotated at a rotational speed corresponding to the rotational speeds of the engine 1 and the motor / generators 2 and 3. 15 and the output member 18 connected thereto rotate, and torque corresponding to the torque and the gear ratio of each planetary gear mechanism 4, 5 appears on the output member 18. Accordingly, the rotational speed of the second motor / generator 3 is reduced while the vehicle is traveling at a predetermined vehicle speed, that is, the output member 18 and the second carrier 15 are rotating at a predetermined rotational speed, and the first motor is driven. When the number of rotations of the generator 2 is increased, the horizontal line connecting the vertical lines indicating the respective rotation elements in FIG. That is, the engine speed decreases. On the other hand, when the rotation speed of the second motor / generator 3 is increased and the rotation speed of the first motor / generator 2 is decreased, the horizontal lines connecting the vertical lines indicating the respective rotation elements in FIG. It goes up. That is, the engine speed increases.

  As described above, in the low speed mode L, the engine speed is appropriately controlled by controlling the speeds of the second motor / generator 3 as the generator and the first motor / generator 2 as the motor as described above. For example, it is possible to control the number of revolutions with good fuel efficiency. In this case, power is transferred between the motor / generators 2 and 3, and power is transmitted from the engine 1 to the output member 18 with so-called power conversion. Such control of the motor generators 2 and 3 or engine speed control is performed by obtaining the target engine speed or the target input speed based on the vehicle speed, the required driving force, etc., and achieving the target value. The inverters 19 and 20 can be controlled by the electronic control 22.

  When the low speed mode L is set and the engine 1 is stopped and the motor generators 2 and 3 are in a negative rotation state, the entire second planetary gear mechanism 5 rotates in the negative direction. The carrier 15 and the output member 18 integrated therewith rotate reversely, and the vehicle travels backward. On the other hand, when the engine 1 is being driven, the second motor / generator 3 rotates in the positive direction. Therefore, by rotating the first motor / generator 2 in the negative direction, the output member 18 rotates in the reverse direction, The vehicle travels backward.

  When a vehicle equipped with the above hybrid drive device travels at a high speed with a low load, the speed ratio, which is the ratio of the engine speed to the speed of the output member 18, is reduced, but the engine speed is reduced to reduce the speed ratio. In order to decrease the number, in the low speed mode L, as is apparent from FIG. 3, the rotational speed of the second motor / generator 3 is decreased. In order to reduce the gear ratio so that the third sun gear 16 to which the second motor / generator 3 is connected is reversely rotated, the second motor / generator 3 is reversely rotated and functions as a motor. Become. In such a so-called reverse power running state, power consumption increases and fuel consumption deteriorates. Therefore, in the hybrid drive device according to the present invention, the operation mode is switched from the low speed mode L to the high speed mode H.

  That is, when the rotational speed of the second motor / generator 3 is decreased and finally stopped, the rotational speed of the first sun gear 7 connected to the second motor / generator 3 via the clutch CL becomes zero. Become. This state is indicated by a broken line in FIG. Since the first sun gear 7 is connected to the brake BH, the low-speed mode L is switched to the high-speed mode H by engaging the brake BH and releasing the clutch CL. That is, the operation mode is switched by releasing the clutch CL and engaging the brake BH in a synchronized state where the rotation speeds are the same in the operation modes L and H. This is not limited to the case of switching from the low speed mode L to the high speed mode H, and the same applies to the case of switching from the high speed mode H to the low speed mode L. Therefore, since the rotation speed does not change with the switching of the operation mode, the shock does not deteriorate.

  Such switching of the operation mode by engaging or releasing the clutch CL and the brake BH can be executed by a control signal output from the electronic control unit 22 described above. For example, a driving mode map is prepared in advance with parameters such as vehicle speed and required driving force as parameters, a driving mode to be set is determined based on the detected parameters and the map, and a control signal corresponding to the determination result May be configured to output. Therefore, the electronic control unit 22 corresponds to the mode switching means of the present invention.

  In the high speed mode H, as described above, the clutch CL is disengaged, so that only the ring gear 10 of the first planetary gear mechanism 4 is connected to the second planetary gear mechanism 5, and therefore the power output from the engine 1 is increased. The speed is changed by the first planetary gear mechanism 4 and output to the second planetary gear mechanism 5. In particular, since the brake BH is engaged and the sun gear 7 is fixed, the first planetary gear mechanism 4 performs a speed increasing action. Specifically, as shown in the collinear diagram of FIG. 4, in the first planetary gear mechanism 4, the power of the engine 1 is input to the carrier 6 while the sun gear 7 is fixed. It rotates at a higher rotational speed than the sun gear 7 and the engine 1 connected thereto. That is, it becomes an overdrive state.

  Since the ring gear 10 is connected to the ring gear 12 of the second planetary gear mechanism 5, the output of the engine 1 accelerated by the first planetary gear mechanism 4 is input to the ring gear 12. That is, in the second planetary gear mechanism 5, the ring gear 12 is used as an input element, the second carrier 15 is used as an output element, and one of the second and third sun gears 11 and 16 is a reaction force element or a second input element. It becomes. That is, the second planetary gear mechanism 5 functions as a four-element compound planetary gear mechanism.

  Therefore, even in the high speed mode H, the gear ratio or the engine speed can be appropriately controlled by causing each motor / generator 2, 3 to function as a generator or a motor and controlling the respective speeds. In this case, the second planetary gear mechanism 5 alone functions as a four-element compound planetary gear mechanism, and the ring gear 12 serves as an input element, so that the first motor / generator 2 functions as a generator to generate the second planetary gear mechanism 5. The reaction torque is applied to the second sun gear 11, and the motor torque is applied to the third sun gear 16 by causing the second motor / generator 3 to function as a motor. That is, the functions of the motor generators 2 and 3 are opposite to those in the low speed mode L.

  In the high speed mode H, when the speed ratio or the engine speed is controlled by the rotational speeds of the motor generators 2 and 3, the input rotational speed of the second planetary gear mechanism 5 in the high speed mode H is the low speed mode described above. Since the rotational speed is higher than that at L, the rotational speed of each of the motor generators 2 and 3 is changed at a relatively high rotational speed. Therefore, the overall gear ratio is reduced to lower the engine rotational speed. However, the second motor / generator 3 does not need to be rotated in the reverse direction. As a result, even when the vehicle is traveling at a low load and at a high speed, a driving state with poor power transmission efficiency can be avoided to prevent or suppress deterioration of fuel consumption. Can do. In other words, the engine 1 can be operated at a rotational speed with good fuel efficiency, and the fuel efficiency can be improved.

  The single pinion type planetary gear mechanism and the double pinion type planetary gear mechanism can be easily replaced. Therefore, the first planetary gear mechanism 4 described above can be replaced with a single pinion type planetary gear mechanism to be a double pinion type planetary gear mechanism. In this case, the ring gear is used as an input element and the carrier is used as an output element. . It is also possible to divide the Ravigneaux type planetary gear mechanism into a double pinion type planetary gear mechanism and a single pinion type planetary gear mechanism. Furthermore, the double pinion type planetary gear mechanism in the Ravigneaux type planetary gear mechanism can be replaced with a single pinion type planetary gear mechanism. An example of this is shown in the skeleton diagram of FIG.

  5, the second planetary gear mechanism 5 is constituted by two sets of single pinion type planetary gear mechanisms 51 and 52, and the carrier 51C in the left planetary gear mechanism 51 in FIG. 5 and the ring gear 52R of the right planetary gear mechanism 52. Are coupled to each other and are coupled to the ring gear 10 of the first planetary gear mechanism 4. Further, the ring gear 51R of the left planetary gear mechanism 51 in FIG. 5 and the carrier 52C of the right planetary gear mechanism 52 are connected to each other, and the output member 18 is connected to them. Further, the first motor / generator 2 is connected to the sun gear 51S of the left planetary gear mechanism 51 in FIG. 5, and the second motor / generator 3 is connected to the sun gear 52S of the right planetary gear mechanism 52. A clutch CL for selectively connecting the sun gear 52S to which the second motor / generator 3 is connected and the sun gear 7 of the first planetary gear mechanism 4 is provided. Other configurations are the same as those shown in FIG.

  A collinear diagram of the hybrid drive apparatus having the configuration shown in FIG. 5 is shown in FIGS. 6 is a nomograph for the low speed mode L, and FIG. When the single-pinion type planetary gear mechanism and the double-pinion type planetary gear mechanism are replaced, they are basically the same as those in which the respective carriers and ring gears are replaced. Compared with the one shown in FIG. 4, it is basically the same except that the positions of the carrier and the ring gear are switched. Therefore, as is easily known from these nomographs, even in the configuration shown in FIG. 5, a so-called overdrive mode can be set to improve fuel efficiency during high-speed driving, and each operation mode Can be executed by synchronous switching that does not cause a change in the rotational speed, and the deterioration of the shock can be prevented.

  In the configuration shown in FIG. 1, since the output member 18 can be disposed at a position extending in the axial direction of the engine 1, a hybrid drive device suitable for a vehicle of the type in which the engine 1 is disposed in the longitudinal direction of the vehicle is provided. be able to. In the configuration shown in FIG. 5, the output member 18 is disposed closer to the engine 1 than the first motor / generator 2. Therefore, a hybrid suitable for a vehicle of the type in which the engine 1 is disposed in the vehicle width direction. It can be set as a drive device. Further, as shown in each of the above specific examples, two or three planetary gear mechanisms are required, and the engagement device may be a clutch and a brake, so that the overall configuration is simple and inexpensive. It can be set as a hybrid drive device.

It is a skeleton figure which shows typically an example of the hybrid drive device concerning this invention. It is a table | surface which shows the engagement and releasing state of the clutch and brake for setting each mode. It is an alignment chart which shows the operation state in a low speed mode. It is an alignment chart which shows the operation state in high speed mode. It is a skeleton figure which shows typically the other example of the hybrid drive device which concerns on this invention. FIG. 6 is a collinear diagram showing an operation state in a low speed mode of the hybrid drive device shown in FIG. 5. FIG. 6 is a collinear diagram showing an operation state in a high speed mode of the hybrid drive device shown in FIG. 5.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine (engine), 2, 3 ... Electric motor (motor generator), 4, 5, 51, 52 ... Planetary gear mechanism, 18 ... Output member, 22 ... Electronic control unit, CL ... Clutch, BH ... Brake.

Claims (7)

In a hybrid drive device in which an internal combustion engine, an electric motor having a power generation function, and an output member are connected via a plurality of sets of differential gear mechanisms each having a plurality of rotating elements that perform a differential action.
A plurality of engagement devices for changing the connection relationship between the rotating element in any of the differential gear mechanisms and the rotating element in the other differential gear mechanism and the fixed state of any of the rotating elements;
At least two operation modes: an operation mode for accelerating and outputting the power output from the internal combustion engine; and another operation mode in which the relationship between the operation states of the internal combustion engine and the output member is different from the operation mode. Any rotation in which the engagement / release state of the engagement device is selected and the engagement / release state of the engagement device is switched to change the connection relationship with another rotating element by the switch. A hybrid drive apparatus comprising: mode switching means that executes in a synchronized state in which the rotation speed of the element does not change by the switching.   The operation mode is any one of an operation mode in which the power output from the internal combustion engine is transmitted to another differential gear mechanism by increasing the number of rotations by any differential gear mechanism, and the power output from the internal combustion engine. The hybrid drive apparatus according to claim 1, further comprising: an operation mode in which torque generated by the electric motor is combined and transmitted to the other differential gear mechanism. The differential gear mechanism includes a planetary gear mechanism having an input element, a fixed element, and an output element, and any planetary gear mechanism fixes the fixed element to the power transmitted from the internal combustion engine to the input element. A planetary gear mechanism for overdrive that increases the number of rotations and outputs to another planetary gear mechanism via an output element; and a brake mechanism that selectively fixes a fixing element of any one of the planetary gear mechanisms; The hybrid drive according to claim 1, further comprising: a clutch mechanism that connects the fixed element to any element in the other planetary gear mechanism in a state in which the fixing by the brake mechanism is released. apparatus. In the state where the differential gear mechanism is fixed, the first planetary gear mechanism that accelerates the power input to the input element and outputs it from the output element, the double pinion planetary gear mechanism, and the single pinion planetary gear A combined planetary gear mechanism in which the ring gears and carriers are combined and combined, and an output element of the first planetary gear mechanism is coupled to the ring gear of the combined planetary gear mechanism,
The internal combustion engine is connected to an input element of the first planetary gear mechanism, and the electric motor is connected to each of a sun gear of a double pinion type planetary gear mechanism and a sun gear of a single pinion type planetary gear mechanism in the compound planetary gear mechanism. Are concatenated,
A brake mechanism for selectively fixing a fixing element of the first planetary gear mechanism; a fixing element of the first planetary gear mechanism; and a sun gear of a single pinion planetary gear mechanism constituting the compound planetary gear mechanism; The hybrid drive device according to claim 1, further comprising a clutch mechanism that selectively connects the two.   The operation mode includes an operating state in which one of the two motors functions as a generator and the other motor functions as a motor, the one motor functions as a motor, and the other motor serves as a generator. The hybrid drive device according to any one of claims 1 to 4, wherein the hybrid drive device includes an operating state to function. In a hybrid drive device in which an internal combustion engine and a first motor and a second motor having a power generation function are connected to an output member via a gear mechanism including a planetary gear mechanism,
The planetary gear mechanism is
A single pinion type first planetary gear mechanism having a first sun gear, a first ring gear, and a first carrier that holds a pinion gear meshing with the first sun gear and the first ring gear as rotation elements;
A double pinion planetary gear mechanism having a second sun gear, a second ring gear, a pinion gear meshing with the second sun gear, and a second carrier holding the other pinion gear meshing with the pinion gear and the second ring gear. And a single pinion type planetary gear mechanism having a rotating element of the second carrier, the second ring gear, and a third sun gear that meshes with the second ring gear and meshes with the pinion gear held by the second carrier. And the first ring gear and the second ring gear are connected to rotate integrally with each other, the internal combustion engine is connected to the first carrier, and the first ring gear is connected to the first carrier. The first motor is connected to two sun gears, and the second motor is connected to the third sun gear. The output member is connected to the second carrier, and further includes a clutch mechanism for selectively connecting the first sun gear and the third sun gear, and a brake mechanism for selectively fixing the first sun gear. A hybrid drive device characterized by that. In a hybrid drive device in which an internal combustion engine and a first motor and a second motor having a power generation function are connected to an output member via a gear mechanism including a planetary gear mechanism,
The planetary gear mechanism is
A single pinion type first planetary gear mechanism having a first sun gear, a first ring gear, and a first carrier that holds a pinion gear meshing with the first sun gear and the first ring gear as rotation elements;
A single pinion type second planetary gear mechanism having a second sun gear, a second ring gear, a pinion gear meshing with the second sun gear and the second ring gear, and a second carrier connected to the first ring gear as a rotating element; ,
A single pinion that has a third sun gear and a third ring gear connected to the second carrier, a pinion gear that meshes with the third sun gear and the third ring gear, and a third carrier connected to the second ring gear. A third planetary gear mechanism of the type, and the internal combustion engine is connected to the first carrier, the first motor is connected to the second sun gear, and the second motor is connected to the third sun gear, The output member is connected to the third carrier, and further includes a clutch mechanism that selectively connects the first sun gear and the third sun gear, and a brake mechanism that selectively fixes the first sun gear. The hybrid drive device characterized by this.

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