JP2009078617A - Hybrid drive device - Google Patents

Abstract

An engine can be operated at an efficient operating point by controlling the rotational driving force of two rotating electric machines during medium and low speed running, and energy loss due to the operation of the rotating electric machine is suppressed during high speed running. Thus, a hybrid drive device capable of increasing energy efficiency is provided.
A split first mode and a split second mode having different torque conversion ratios when the rotational driving force of the input member I is transmitted to the output member O are switchable, and the rotational speed of the input member I is provided. The rotation speed of the output member O, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 is determined in proportion to the output speed, and the parallel speed increasing mode in which the rotational speed of the input member I is increased and transmitted to the output member O is set. Prepare to be switchable.
[Selection] Figure 1

Description

  The present invention includes an input member connected to an engine, an output member connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and at least four rotating elements, and the input member and the output member And a planetary gear device in which the first rotating electric machine and the second rotating electric machine are connected to different rotating elements, respectively.

  An input member, an output member, a first rotating electric machine, and a second rotating electric machine are connected to different rotating elements of a planetary gear device that includes the first and second rotating electric machines and has at least four rotating elements. As a hybrid drive device having a configuration, for example, a device described in Patent Document 1 below is already known. In this hybrid drive device, the rotation of the input member is transmitted to the first rotating element of the planetary gear device, and the rotation of one rotating electric machine that acts as a reaction force receiver of the rotational drive force of the input member is the second of the planetary gear device. A drive transmission state of a three-element structure that is transmitted to the rotating element, the rotation of the third rotating element of the planetary gear device is transmitted to the output member, and the rotation of the other rotating electrical machine is transmitted to the third rotating element The first to third modes having different reduction ratios can be switched. In each mode of the drive transmission state of this three-element structure, the rotational driving force of the input member is distributed to the rotating element connected to the first rotating electrical machine and the rotating element connected to the second rotating electrical machine Thus, the drive transmission state is similar to the split mode of the present invention.

JP 2006-347376 A

  Compared with the device using the drive transmission state of the four-element structure in the hybrid drive device described above, by switching the reduction ratio appropriately according to the traveling speed of the vehicle in the drive transmission state of the three-element structure, particularly at high speeds. Thus, the energy efficiency can be increased. However, even in the hybrid drive device described above, due to the nature of the three-element structure, one rotating electrical machine works as a reaction force receiver for the rotational driving force of the input member, and the other rotating electrical machine assists the rotational driving force of the engine. Thus, there is always a state where the power generated by one rotating electrical machine is consumed by the other rotating electrical machine. In this state, when power is generated by one rotating electrical machine or when the other rotating electrical machine is powered by the generated power, it is inevitable that energy loss occurs due to the consumption of energy as heat.

  In the hybrid drive device described above, the engine is controlled by controlling the rotational driving force of the two rotating electric machines in accordance with the fluctuation of the vehicle driving load in a driving state where the vehicle driving load varies greatly, such as during medium-low speed driving. The advantage of being able to operate at an efficient operating point at all times exceeds the energy loss as described above. Therefore, energy efficiency can be improved as a whole of the hybrid drive device. However, in a traveling state in which the variation in the traveling load of the vehicle is small, such as during high speed traveling, the opportunity for absorbing the variation in the traveling load of the vehicle by controlling the rotational driving force of the rotating electrical machine is reduced. Therefore, the advantage of the three-element structure drive transmission state is reduced, and the influence of the energy loss as described above is relatively increased. Therefore, although not as much as the drive transmission state of the four-element structure, there has been a problem that the energy efficiency of the hybrid drive device as a whole tends to be low.

  The present invention has been made in view of the above-described problems, and its purpose is to enable the engine to operate at an efficient operating point by controlling the rotational driving force of the two rotating electrical machines during medium and low speed traveling. On the other hand, an object of the present invention is to provide a hybrid drive device that can increase energy efficiency by suppressing energy loss due to operation of a rotating electrical machine during high-speed traveling.

  In order to achieve the above object, the hybrid drive device according to the present invention is characterized in that an input member connected to an engine, an output member connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, A planetary gear device having four rotating elements, wherein the input member, the output member, the first rotating electrical machine, and the second rotating electrical machine are respectively connected to different rotating elements, and rotating the input member A driving force is distributed to a rotating element connected to the first rotating electric machine and a rotating element connected to the second rotating electric machine, and one of the first rotating electric machine and the second rotating electric machine receives the input A split first mode and a split second mode, which are two modes for receiving a reaction force of the rotational driving force of the member and have different torque conversion ratios when the rotational driving force of the input member is transmitted to the output member. The output member, the first rotating electrical machine, and the second rotating electrical machine have rotational speeds that are proportional to the rotational speed of the input member, and the rotational speed of the input member is The parallel acceleration mode that is accelerated and transmitted to the output member can be switched.

  In the present application, “connection” includes not only a structure that directly transmits rotation but also a structure that indirectly transmits rotation via one or more members. Further, in the present application, regarding a planetary gear mechanism including three rotating elements of a sun gear, a carrier, and a ring gear, a device obtained by using the planetary gear mechanism alone or a combination of a plurality of planetary gear mechanisms is referred to as a “planetary gear device”. . In the present application, the “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.

  According to this characteristic configuration, in the traveling state in which the traveling load of the vehicle is large, such as during medium / low speed traveling, the split first mode or the split second mode is set, so that It is possible to run while controlling the rotational driving force of the rotating electrical machine and always operating the engine at an efficient operating point. Further, at this time, the split first mode and the split second mode, which have different torque conversion ratios when the rotational driving force of the input member (engine) is transmitted to the output member, are set according to the traveling speed and traveling load of the vehicle. By appropriately switching and running, it becomes possible to obtain sufficient running performance using a rotating electrical machine with a relatively small maximum output, and it is possible to keep the rotational speed of the rotating electrical machine relatively low. Can improve the energy efficiency.

  Also, when driving at low speeds, such as when driving at high speeds, by switching to the parallel acceleration mode, the engine can be driven by transmitting the rotational driving force of the engine to the output member without operating the rotating electrical machine. Therefore, energy loss due to the operation of the rotating electrical machine can be suppressed. Furthermore, at this time, since the rotational speed of the input member (engine) is increased and transmitted to the output member, the rotational speed of the engine can be kept low, and the engine can be operated with high efficiency. Therefore, also in this case, the energy efficiency of the apparatus can be increased. Therefore, according to this characteristic configuration, it is possible to realize a hybrid drive device having high energy efficiency in all travel speed ranges.

  Here, it is preferable that the rotating electric machine serving as the reaction force receiver of either the first rotating electric machine or the second rotating electric machine is switched between the split first mode and the split second mode. .

  According to this configuration, the traveling performance required for each of the split first mode and the split second mode can be exhibited according to the performance of each of the first rotating electrical machine and the second rotating electrical machine and the connection structure to the planetary gear device. As described above, it is possible to share an appropriate role between the first rotating electrical machine and the second rotating electrical machine. Therefore, it is possible to obtain a sufficient traveling performance using a rotating electrical machine having a relatively small maximum output, and to increase the energy efficiency of the rotating electrical machine.

  In addition, when switching between the split first mode and the split second mode and switching between the split second mode and the parallel acceleration mode, the frictional engagement that is engaged when switching the modes. It is preferable to employ a configuration in which synchronous switching is possible in which the engaging members on both sides of the coupling means are engaged in the same state.

  According to this configuration, when the mode is switched between the split first mode and the split second mode and the mode is switched between the split second mode and the parallel acceleration mode, the impact due to the engagement of the friction engagement means is applied. Can be very small.

  Further, it is preferable that the planetary gear device includes a plurality of friction engagement elements and the parallel acceleration mode is realized in an engagement state of at least two friction engagement elements.

  According to this configuration, the connection state of each rotating element of the planetary gear device in which the rotational speeds of the output member, the first rotating electrical machine, and the second rotating electrical machine are determined in proportion to the rotational speed of the input member is relatively It can be easily realized.

  Specifically, in the hybrid drive device, the planetary gear device is configured by combining a first planetary gear mechanism, a second planetary gear mechanism, and a third planetary gear mechanism each having three rotating elements. The input member is connected to one rotating element of one planetary gear mechanism, the output member is connected to one rotating element of the third planetary gear mechanism, and in the split first mode, the first rotating electric machine is This is preferably realized by adopting a configuration in which the second rotating electrical machine is the reaction force receiver in the split second mode.

  And in the configuration comprising such three planetary gear mechanisms, at least the first planetary gear mechanism in the split first mode and the split second mode has a rotating element connected to the first rotating electrical machine and the It is preferable to have a configuration that functions as a driving force distribution mechanism that distributes the rotational driving force of the input member to a rotating element connected to the second rotating electrical machine.

  According to this configuration, in the split first mode and the split second mode, it is possible to form a drive transmission state having a three-element structure with the first planetary gear mechanism as the center. Therefore, in these modes, it becomes possible to control the rotational driving force of the two rotating electric machines according to the fluctuation of the traveling load of the vehicle, and to travel while always operating the engine at an efficient operating point.

  In the split first mode, it is preferable that the third planetary gear mechanism is configured to reduce the rotational speed of the rotating element connected to the second rotating electrical machine and transmit it to the output member.

  According to this configuration, in the split first mode, it is possible to travel by transmitting a relatively large rotational driving force to the output member.

Further, the first rotating electrical machine is connected to one rotating element of the second planetary gear mechanism,
In the split first mode and the split second mode, it is preferable that the second planetary gear mechanism is configured to reduce the rotational speed of the first rotating electrical machine and transmit it to the first planetary gear mechanism.

  According to this configuration, it is possible to transmit a sufficient rotational driving force to the first planetary gear mechanism even when the first rotating electrical machine having a relatively small maximum output is used.

  In the split second mode, the first rotating electrical machine is connected to one rotating element of the second planetary gear mechanism, and the second planetary gear mechanism reduces the rotational speed of the first rotating electrical machine. It is preferable to adopt a configuration for transmitting to the output member.

  According to this configuration, in the split second mode, it is possible to travel while transmitting the rotational driving force to the output member with a torque conversion ratio different from that in the split first mode.

  One rotating element of the third planetary gear mechanism is a selective fixed rotating element that is selectively fixed to a non-rotating member by a brake, and is connected to the selected fixed rotating element and the first rotating electrical machine. It is preferable to provide a clutch that selectively connects the rotating element.

  According to this configuration, the rotating element fixed to the non-rotating member for realizing one of the modes can be effectively used for realizing another mode. Accordingly, the number of rotating elements can be reduced to a relatively small hybrid drive device.

  Moreover, as a concrete structure for implement | achieving the above hybrid drive devices, for example, the input member connected to the engine, the output member connected to the wheel, the first rotating electrical machine, and the second rotation The first planetary gear mechanism, the second planetary gear mechanism, and the third planetary gear mechanism, each including an electric machine, a first planetary gear mechanism, a second planetary gear mechanism, and a third planetary gear mechanism, Each of the first rotating element, the second rotating element, and the third rotating element in order of rotational speed, the first planetary gear mechanism, wherein the first rotating element is the second rotating electrical machine and the first rotating element. Connected to the first rotating element of the three planetary gear mechanism, the second rotating element is connected to the input member, the third rotating element is connected to the second rotating element of the second planetary gear mechanism, and the second planetary gear The mechanism is such that the first rotating element is fixed to the non-rotating member. The third rotating element is connected to the first rotating electrical machine, and the third planetary gear mechanism is configured such that the second rotating element is connected to the output member and the third rotating element is selectively fixed to the non-rotating member by a brake. The third rotating element of the first planetary gear mechanism and the second rotating element of the second planetary gear mechanism and the second rotating element of the third planetary gear mechanism are selectively connected by a first clutch, It is preferable that the third rotating element of the second planetary gear mechanism and the third rotating element of the third planetary gear mechanism are selectively connected by the second clutch.

  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 rotation state of each planetary gear device. In either case, the order of the rotating elements does not change.

  According to this configuration, the hybrid drive device capable of switching the split first mode, the split second mode, and the parallel acceleration mode by selective engagement of the brake, the first clutch, and the second clutch. Can be realized. Therefore, it is possible to achieve the above-described effects by providing each mode. Further, according to this configuration, in the split first mode and the split second mode, the rotation speed of the first rotating electrical machine is decelerated by the second planetary gear mechanism and transmitted to the first planetary gear mechanism. A rotating electric machine having a small output can be used.

  Moreover, as another specific structure for implement | achieving the above hybrid drive devices, for example, the input member connected to the engine, the output member connected to the wheel, the first rotating electrical machine, and the second A rotating electrical machine, a first planetary gear mechanism, a second planetary gear mechanism, and a third planetary gear mechanism, wherein the first planetary gear mechanism, the second planetary gear mechanism, and the third planetary gear mechanism are Each of the first rotating element, the second rotating element, and the third rotating element in order of rotational speed, the first planetary gear mechanism, wherein the first rotating element is the second rotating electrical machine and the first rotating element. Connected to the first rotating element of the three planetary gear mechanism, the second rotating element is connected to the input member, the third rotating element is connected to the first rotating electrical machine, and the second planetary gear mechanism is connected to the first rotating element. The element is fixed to the non-rotating member and the second rotating element is The third planetary gear mechanism is connected to the second rotating element of the third planetary gear mechanism, the second rotating element is connected to the output member, and the third rotating element is selectively fixed to the non-rotating member by a brake. The third rotating element of the first planetary gear mechanism and the third rotating element of the second planetary gear mechanism are selectively connected by a first clutch, and the third rotating element of the second planetary gear mechanism and the It is preferable that the third rotating element of the third planetary gear mechanism is selectively connected by the second clutch.

  According to this configuration, the hybrid drive device capable of switching the split first mode, the split second mode, and the parallel acceleration mode by selective engagement of the brake, the first clutch, and the second clutch. Can be realized. Therefore, it is possible to achieve the above-described effects by providing each mode.

  Further, as another specific configuration for realizing the hybrid drive device as described above, for example, an input member connected to an engine, an output member connected to a wheel, a first rotating electrical machine, A second rotating electrical machine; a first planetary gear mechanism; a second planetary gear mechanism; and a third planetary gear mechanism. The first planetary gear mechanism, the second planetary gear mechanism, and the third planetary gear. The mechanism includes three rotating elements, ie, a first rotating element, a second rotating element, and a third rotating element in order of rotational speed, and the first planetary gear mechanism includes a first rotating element and the second rotating electric machine. The third rotating element is connected to the first rotating element of the third planetary gear mechanism, the second rotating element is connected to the input member, and the third rotating element is connected to the first rotating electric machine and the third rotating element of the second planetary gear mechanism. Connected, the second planetary gear mechanism is The element is selectively fixed to the non-rotating member by a second brake, the second rotating element is connected to the second rotating element of the third planetary gear mechanism, and the second planetary gear mechanism has the second rotating element Connected to the output member, the third rotating element is selectively fixed to the non-rotating member by the first brake, the third rotating element of the first planetary gear mechanism, the third rotating element of the second planetary gear mechanism, and the It is preferable that the third rotating element of the third planetary gear mechanism is selectively connected by a clutch.

  According to this configuration, the hybrid drive apparatus capable of switching the split first mode, the split second mode, and the parallel acceleration mode by selective engagement of the first brake, the second brake, and the clutch. Can be realized. Therefore, it is possible to achieve the above-described effects by providing each mode. In addition, according to this configuration, since there is one clutch, it is possible to reduce the size of the apparatus as compared with the configuration in which two clutches are used as in the above example 2.

1. First Embodiment First, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram showing the configuration of the hybrid drive apparatus H according to the present embodiment. In FIG. 1, the configuration of the lower half symmetrical with respect to the central axis is omitted. FIG. 2 is a schematic diagram showing a system configuration of the hybrid drive apparatus H according to the present embodiment. In FIG. 2, the double solid line indicates the transmission path of the rotational driving force, the double broken line indicates the power transmission path, and the white arrow indicates the flow of the hydraulic oil. Also, solid arrows indicate various information transmission paths. As shown in these drawings, the hybrid drive device H includes an input shaft I connected to an engine E, an output shaft O connected to wheels W, a first motor generator MG1, and a second motor generator. MG2, and a planetary gear device PG having at least four rotating elements, in which the input shaft I, the output shaft O, the first motor / generator MG1, and the second motor / generator MG2 are respectively connected to different rotating elements. I have. In this hybrid drive device H, the planetary gear device PG is configured by combining a first planetary gear mechanism PG1, a second planetary gear mechanism PG2, and a third planetary gear mechanism PG3 each having three rotating elements. . These components are housed in a drive device case Dc (hereinafter simply referred to as “case Dc”) as a non-rotating member fixed to the vehicle body. In the present embodiment, the first motor / generator MG1 corresponds to the “first rotating electrical machine” in the present invention, and the second motor / generator MG2 corresponds to the “second rotating electrical machine” in the present invention. The input shaft I corresponds to the “input member” in the present invention, and the output shaft O corresponds to the “output member” in the present invention.

1-1. Configuration of Each Part of Hybrid Drive Device As shown in FIGS. 1 and 2, the input shaft I is connected to an engine E. Here, the engine E is an internal combustion engine driven by combustion of fuel, and for example, various known engines such as a gasoline engine and a diesel engine can be used. In this example, the input shaft I is integrally connected to an output rotation shaft such as a crankshaft of the engine E. A configuration in which the input shaft I is connected to the output rotation shaft of the engine E via a damper, a clutch, or the like is also suitable. The output shaft O is connected to the wheel W through the differential device 17 or the like so as to be able to transmit the rotational driving force. In this example, the input shaft I and the output shaft O are arranged on the same axis.

  As shown in FIG. 1, the first motor / generator MG1 has a stator St1 fixed to the case Dc, and a rotor Ro1 rotatably supported on the radially inner side of the stator St1. The rotor Ro1 of the first motor / generator MG1 is connected to rotate integrally with the carrier ca2 of the second planetary gear mechanism PG2. The second motor / generator MG2 includes a stator St2 fixed to the case Dc, and a rotor Ro2 that is rotatably supported on the radial inner side of the stator St2. The rotor Ro2 of the second motor / generator MG2 is connected to rotate integrally with the carrier ca1 of the first planetary gear mechanism PG1. As shown in FIG. 2, the first motor / generator MG <b> 1 and the second motor / generator MG <b> 2 are each electrically connected to a battery 11 as a power storage device via an inverter 12. Note that the battery 11 is an example of a power storage device, and other power storage devices such as capacitors may be used, or a plurality of types of power storage devices may be used in combination. Each of the first motor / generator MG1 and the second motor / generator MG2 functions as a motor (electric motor) that generates power by receiving power and a generator (power generation) that generates power by receiving power. Function).

  In the present embodiment, the functions of the first motor / generator MG1 and the second motor / generator MG2 are switched between a split low speed mode and a split high speed mode, which will be described later. That is, in the split low speed mode, the first motor / generator MG1 receives the reaction force of the rotational driving force of the input shaft I and functions mainly as a generator, and the second motor / generator MG2 functions mainly as a motor. On the other hand, in the split high speed mode, the second motor / generator MG2 receives the reaction force of the rotational driving force of the input shaft I and functions mainly as a generator, and the first motor / generator MG1 functions mainly as a motor. Here, the motor generators MG1 and MG2 that function as generators generate electric power by the rotational driving force of the engine E, charge the battery 11, or drive the motor generators MG1 and MG2 that function as motors. To supply power for. On the other hand, the motor generators MG1 and MG2 that function as motors mainly operate to assist driving force for driving the vehicle, but function as generators during regenerative braking for vehicle deceleration, and the like. . The operations of the first motor / generator MG1 and the second motor / generator MG2 are performed via the inverter 12 in accordance with a control command from the control unit ECU.

  Here, the planetary gear device PG is configured by combining a first planetary gear mechanism PG1, a second planetary gear mechanism PG2, and a third planetary gear mechanism PG3 each having three rotating elements. An input shaft I, an output shaft O, a first motor / generator MG1, and a second motor / generator MG2 are connected to different rotating elements of the planetary gear mechanisms PG1 to PG3. Here, the input shaft I is connected to one rotating element of the first planetary gear mechanism PG1, and the output shaft O is connected to one rotating element of the third planetary gear mechanism PG3. Hereinafter, each structure of each planetary gear mechanism PG1-PG3 is demonstrated in detail.

  As shown in FIG. 1, the first planetary gear mechanism PG1 is a double pinion type planetary gear mechanism arranged coaxially with the input shaft I and the output shaft O. That is, the first planetary gear mechanism PG1 includes a carrier ca1 that supports a plurality of pairs of pinion gears, and a sun gear s1 and a ring gear r1 that mesh with the pinion gears, respectively, as rotating elements. The carrier ca1 is connected to rotate integrally with the rotor Ro2 of the second motor / generator MG2 and the sun gear s3 of the third planetary gear mechanism PG3. The ring gear r1 is connected to rotate integrally with the input shaft I. The sun gear s1 is connected to rotate integrally with the ring gear r2 of the second planetary gear mechanism PG2, and is selectively connected to the carrier ca3 of the third planetary gear mechanism PG3 via the first clutch C1. As will be described later, the first motor / generator MG1 is connected to the carrier ca2 of the second planetary gear mechanism PG2. As a result, the first planetary gear mechanism PG1 causes the rotational driving force of the input shaft I in the split low speed mode and split high speed mode to be applied to the second planetary gear mechanism PG2, which is a rotating element connected to the first motor / generator MG1. It functions as a driving force distribution mechanism that distributes to the carrier ca2 and the carrier ca1, which is a rotating element connected to the second motor / generator MG2. The carrier ca2 of the second planetary gear mechanism PG2, which is a rotating element connected to the first motor / generator MG1, is connected to the sun gear s1 of the first planetary gear mechanism PG1 and the ring gear r2 of the second planetary gear mechanism PG2. Thus, the rotational driving force of the input shaft I is transmitted. In the present embodiment, the carrier ca1, ring gear r1, and sun gear s1 of the first planetary gear mechanism PG1 are the “first rotating element e1”, “second rotating element e2”, “first rotating element e1” of the first planetary gear mechanism PG1, respectively. This corresponds to the “three rotation element e3”.

  The second planetary gear mechanism PG2 is a double pinion type planetary gear mechanism that is disposed coaxially with the input shaft I and the output shaft O. That is, the second planetary gear mechanism PG2 includes a carrier ca2 that supports a plurality of pairs of pinion gears, and a sun gear s2 and a ring gear r2 that mesh with the pinion gears, respectively, as rotating elements. The sun gear s2 is fixed to the case Dc. The ring gear r2 is connected to rotate integrally with the sun gear s1 of the first planetary gear mechanism PG1, and is selectively connected to the carrier ca3 of the third planetary gear mechanism PG3 via the first clutch C1. The carrier ca2 is connected to rotate integrally with the rotor Ro1 of the first motor / generator MG1, and is selectively connected to the ring gear r3 of the third planetary gear mechanism PG3 via the second clutch C2. In the present embodiment, the sun gear s2, the ring gear r2, and the carrier ca2 of the second planetary gear mechanism PG2 are the “first rotation element e1”, “second rotation element e2”, “first rotation element” of the second planetary gear mechanism PG2, respectively. This corresponds to the “three rotation element e3”.

  The third planetary gear mechanism PG3 is a single pinion type planetary gear mechanism arranged coaxially with the input shaft I and the output shaft O. That is, the third planetary gear mechanism PG3 includes, as rotating elements, a carrier ca3 that supports a plurality of pinion gears, and a sun gear s3 and a ring gear r3 that mesh with the pinion gears. The sun gear s3 is connected to rotate integrally with the carrier ca1 of the first planetary gear mechanism PG1 and the rotor Ro2 of the second motor / generator MG2. The carrier ca3 is connected to rotate integrally with the output shaft O, and selectively connected to the sun gear s1 of the first planetary gear mechanism PG1 and the ring gear r2 of the second planetary gear mechanism PG2 via the first clutch C1. Is done. The ring gear r3 is selectively fixed to the case Dc by the brake B1, and is selectively connected to the carrier ca2 of the second planetary gear mechanism PG via the second clutch C2. In the present embodiment, the sun gear s3, the carrier ca3, and the ring gear r3 of the third planetary gear mechanism PG3 are the “first rotation element e1”, “second rotation element e2”, “second rotation gear” of the third planetary gear mechanism PG3, respectively. This corresponds to the “three rotation element e3”. The ring gear r3 corresponds to the “selective fixed rotation element” of the third planetary gear mechanism PG3.

  As described above, the hybrid drive device H includes the first clutch C1, the second clutch C2, and the brake B1 as friction engagement elements. As these friction engagement elements, a multi-plate clutch and a multi-plate brake that operate by hydraulic pressure can be used. In FIG. 2, the illustration of each friction engagement element is omitted because it is included in the planetary gear device PG. However, as shown in FIG. The hydraulic pressure is controlled by a hydraulic control device 13 that operates according to a control command from the control device ECU. The hydraulic oil is supplied to the hydraulic control device 13 by the mechanical oil pump 14 while the engine E is operating, and by the electric oil pump 15 while the engine E is stopped. Here, the mechanical oil pump 14 is driven by the rotational driving force of the input shaft I. The electric oil pump 15 is driven by electric power (supply path is not shown) from the battery 11 supplied via the electric oil pump inverter 16.

1-2. Configuration of Control System for Hybrid Drive Device As shown in FIG. 2, the control device ECU uses the information acquired by the sensors Se1 to Se7 provided in each part of the vehicle, and uses the engine E, the first motor generator MG1, Operation control of the friction engagement elements C1, C2, and B1 (see FIG. 1) and the electric oil pump 15 of the planetary gear device PG is performed via the second motor / generator MG2 and the hydraulic control device 13. As these sensors, in this example, the first motor / generator rotation sensor Se1, the second motor / generator rotation sensor Se2, the engine rotation sensor Se3, the battery state detection sensor Se4, the vehicle speed sensor Se5, the accelerator operation detection sensor Se6, and the brake An operation detection sensor Se7 is provided.

  The first motor / generator rotation sensor Se1 is a sensor for detecting the rotation speed of the rotor Ro1 of the first motor / generator MG1. The second motor / generator rotation sensor Se2 is a sensor for detecting the rotation speed of the rotor Ro2 of the second motor / generator MG2. The engine rotation sensor Se3 is a sensor for detecting the rotation speed of the output rotation shaft of the engine E. Here, since the input shaft I rotates integrally with the output rotation shaft of the engine E, the rotation speed of the engine E detected by the engine rotation sensor Se3 matches the rotation speed of the input shaft I. The battery state detection sensor Se4 is a sensor for detecting a state such as a charge amount of the battery 11. The vehicle speed sensor Se5 is a sensor for detecting the rotational speed of the output shaft O in order to detect the vehicle speed. The accelerator operation detection sensor Se6 is a sensor for detecting the operation amount of the accelerator pedal 18. The brake operation detection sensor Se7 is a sensor for detecting the operation amount of the brake pedal 19 interlocked with a wheel brake (not shown).

  The control unit ECU includes an engine control unit 31, a motor / generator control unit 32, a battery state detection unit 33, a motor / generator rotation detection unit 34, a vehicle speed detection unit 35, a switching control unit 36, an electric oil pump control unit 37, The engine rotation detection means 38, the mode selection means 39, and the required driving force detection means 40 are provided. Each of these means in the control unit ECU includes an arithmetic processing unit such as a CPU as a core member, and a functional unit for performing various processes on input data is performed by hardware or software (program) or both. Implemented and configured.

  The engine control means 31 performs operation control such as operation start, stop, rotation speed control, and output torque control of the engine E. The motor / generator control means 32 performs operation control such as rotational speed control and output torque control of the first motor / generator MG1 and the second motor / generator MG2 via the inverter 12. The battery state detection means 33 detects the state of the battery 11 such as the amount of charge based on the output of the battery state detection sensor Se4. The motor / generator rotation detection means 34 determines the rotation speeds of the first motor / generator MG1 and the second motor / generator MG2 based on the outputs of the first motor / generator rotation sensor Se1 and the second motor / generator rotation sensor Se2. To detect. The vehicle speed detection means 35 detects the vehicle speed based on the output from the vehicle speed sensor Se5. The switching control means 36 controls the operation of the hydraulic control device 13 to engage or disengage (disengage) each of the friction engagement elements C1, C2, B1 (see FIG. 1) of the hybrid drive device H. And control for switching the operation mode of the hybrid drive device H is performed. The electric oil pump control means 37 controls the operation of the electric oil pump 15 via the electric oil pump inverter 16. The engine rotation detection means 38 detects the rotation speed of the output rotation shaft of the engine E and the input shaft I based on the output from the engine rotation sensor Se3.

  The mode selection means 39 selects an appropriate operation mode according to a predetermined control map in accordance with traveling conditions such as vehicle speed and required driving force. That is, the mode selection unit 39 acquires information on the vehicle speed from the vehicle speed detection unit 35 and also acquires information on the required driving force from the required driving force detection unit 40. And the mode selection means 39 selects the operation mode prescribed | regulated according to the acquired vehicle speed and the request | requirement driving force according to a predetermined control map. Here, as the operation mode to be selected, there are three modes, a split low speed mode, a split high speed mode, and a parallel speed increase mode, as will be described later. In addition to the vehicle speed and the required driving force, it is also preferable to use various conditions such as the battery charge amount, the cooling water temperature, and the oil temperature as the running conditions referred to when selecting the mode. The required driving force detection means 40 calculates and acquires the required driving force by the driver based on the outputs from the accelerator operation detection sensor Se6 and the brake operation detection sensor Se7.

1-3. Operation Mode of Hybrid Drive Device Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. FIG. 3 is an operation table showing operation states of the plurality of friction engagement elements C1, C2, and B1 in each operation mode. In this figure, “Lo” indicates the split low speed mode, and “Hi” indicates the split high speed mode. “OD” indicates a parallel acceleration mode. In this figure, “◯” indicates that each friction engagement element is in an engaged state, and “No mark” indicates that each friction engagement element is in a released (disengaged) state. ing.

  4 to 6 show velocity diagrams of the planetary gear device PG. FIG. 4 is a velocity diagram in the split low speed mode, FIG. 5 is a velocity diagram in the split high speed mode, and FIG. 6 is a parallel diagram. A speed diagram in the acceleration mode is shown. 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 first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 constituting the planetary gear device PG. ing. That is, “ca1”, “r1”, and “s1” described above each vertical line correspond to the carrier ca1, the ring gear r1, and the sun gear s1 of the first planetary gear mechanism PG1, respectively, and “s2” and “r2”. ”,“ Ca2 ”correspond to the sun gear s2, ring gear r2, and carrier ca2 of the second planetary gear mechanism PG2, respectively, and“ s3 ”,“ ca3 ”, and“ r3 ”respectively indicate the sun gear s3 and carrier of the third planetary gear mechanism PG3. It corresponds to ca3 and ring gear r3.

  The intervals between the vertical lines corresponding to the rotating elements correspond to the gear ratios of the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3. 4 to 6, the gear ratios of the planetary gear mechanisms PG1, PG2, and PG3 (the gear ratio between the sun gear and the ring gear = [the number of teeth of the sun gear] / [the number of teeth of the ring gear]) are shown as λ1, λ2. , Λ3. 4 to 6, the straight line L1 indicates the operation state of the first planetary gear mechanism PG1, the straight line L2 indicates the operation state of the second planetary gear mechanism PG2, and the straight line L3 indicates the operation state of the third planetary gear mechanism PG3. Indicates the state. In these speed diagrams, “◯” represents the rotational speed of the first motor / generator MG1, “□” represents the rotational speed of the second motor / generator MG2, and “Δ” represents the rotational speed of the input shaft I (engine E). , “☆” indicates the rotational speed of the output shaft O, and “×” indicates the fixed state to the case Dc as a non-rotating member.

  As shown in FIGS. 3 to 6, the hybrid drive device H is configured to be able to switch between three operation modes: a split low speed mode, a split high speed mode, and a parallel speed increase mode. Here, in both of the split low speed mode and the split high speed mode, the carrier of the second planetary gear mechanism PG2, which is a rotating element connected to the first motor / generator MG1, uses the rotational driving force of the input shaft I (engine E). This is a split mode in which the state is distributed to ca2 and the carrier ca1 of the first planetary gear device PG1, which is a rotating element connected to the second motor / generator MG2. In this split mode, one of the first motor / generator MG1 and the second motor / generator MG2 receives a reaction force of the rotational driving force of the input shaft I. The split low speed mode and the split high speed mode have different torque conversion ratios when the rotational driving force of the input shaft I is transmitted to the output shaft O. Here, the torque conversion ratio uses the torque of the input shaft I as a denominator, and the torque transmitted to the output shaft O among the torque of the input shaft I (hereinafter simply referred to as “torque of the output shaft O”) is a numerator. (Torque conversion ratio = [torque of output shaft O] / [torque of input shaft I]). In the present embodiment, the split low speed mode corresponds to the split first mode in the present invention, and the split high speed mode corresponds to the split second mode in the present invention. On the other hand, in the parallel acceleration mode, the rotational speeds of the output shaft O, the first motor / generator MG1, and the second motor / generator MG2 are determined in proportion to the rotational speed of the input shaft I, and the rotational speed of the input shaft I is In this mode, the speed is increased and transmitted to the output shaft O.

  These operation modes are selected by the mode selection means 39, and switching to the selected operation mode is performed by engaging or releasing each friction engagement element C1, C2, B1 according to a control command from the control unit ECU. Is done. At this time, the control unit ECU controls the rotational speed and output torque of the first motor / generator MG1 and the second motor / generator MG2 by the motor / generator control means 32, and the rotational speed of the engine E by the engine control means 31. It also controls output torque. Hereinafter, the operation state of the hybrid drive device H in each operation mode will be described in detail.

1-4. Split low-speed mode The split low-speed mode uses the rotational driving force of the input shaft I (engine E) to generate the carrier ca2 of the second planetary gear mechanism PG2, which is a rotating element connected to the first motor generator MG1, and the second motor The rotational driving force of the input shaft I is transmitted to the output shaft O with a torque conversion ratio larger than that of the split high-speed mode described later while being distributed to the carrier ca1 of the first planetary gear device PG1, which is a rotating element connected to the generator MG2. It is a mode to do. In this split low speed mode, the first planetary gear mechanism PG1 functions as a driving force distribution mechanism that distributes the rotational driving force of the input shaft I, and the first motor / generator MG1 receives the reaction force of the rotational driving force of the input shaft I. Function as. The second planetary gear mechanism PG2 reduces the rotational speed of the first motor / generator MG1 and transmits it to the first planetary gear mechanism PG1. That is, the second planetary gear mechanism PG2 functions as a torque amplification mechanism that amplifies the output torque of the first motor / generator MG1 and transmits the amplified torque to the first planetary gear mechanism PG1. Further, the third planetary gear mechanism PG3 distributes the rotational driving force of the input shaft I (engine E), and controls the rotational speed of the carrier ca1 of the first planetary gear mechanism PG1 connected to the second motor / generator MG2. , Decelerate and transmit to the output shaft O. In order to realize such a configuration, as shown in FIG. 3, in the split low speed mode (Lo), the ring gear r3 of the third planetary gear mechanism PG3 is fixed to the case Dc by engaging the brake B1. The Hereinafter, the operations and functions of the planetary gear mechanisms PG1 to PG3 in the split low speed mode will be described in detail based on the velocity diagram shown in FIG.

  In the split low speed mode, the first planetary gear mechanism PG1, as shown by a straight line L1 in FIG. 4, the ring gear r1 that is intermediate in the order of the rotational speed rotates integrally with the input shaft I (engine E). The rotational driving force of the input shaft I transmitted to r1 is distributed in the order of rotational speed to the sun gear s1 at one end and the carrier ca1 at the other end. The rotational driving force distributed to the sun gear s1 is transmitted to the first motor / generator MG1 via the second planetary gear mechanism PG2. The rotational driving force distributed to the carrier ca1 is transmitted to the second motor / generator MG2 and also to the output shaft O through the third planetary gear mechanism PG3. At this time, the engine E outputs a rotational driving force (engine torque TE) in the positive direction while being controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally along optimal fuel consumption characteristics). The force is transmitted to the ring gear r1 via the input shaft I.

  In addition, the first motor / generator MG1 outputs a negative rotational driving force (MG1 torque T1), thereby counteracting the rotational driving force of the input shaft I (engine E) via the second planetary gear mechanism PG2. The force is transmitted to the sun gear s1 of the first planetary gear mechanism PG1. At this time, as shown as a straight line L2 in FIG. 4, the second planetary gear mechanism PG2 has a sun gear s2 that is one end in the order of rotational speed fixed to the case Dc, and a carrier ca2 that is the other end to the first motor A generator MG1 is connected. For this reason, the rotational speed of the first motor / generator MG1 is decelerated and transmitted to the ring gear r2 which is intermediate in the order of the rotational speed. Accordingly, the second planetary gear mechanism PG2 amplifies the rotational driving force of the first motor / generator MG1 and transmits the amplified rotational driving force to the sun gear s1 of the first planetary gear mechanism PG1 that rotates integrally with the ring gear r2. Here, when the gear ratio of the second planetary gear mechanism PG2 is λ2 (λ2 <1), the MG1 torque output from the first motor / generator MG1 by the second planetary gear mechanism PG2 is 1 / (1-λ2). Amplified twice. The amplified rotational driving force of the first motor / generator MG1 becomes a reaction force of the rotational driving force of the input shaft I. In the split low speed mode, the first motor / generator MG1 is in a state of generating a rotational driving force in the negative direction while rotating forward (rotation speed is positive), and functions as a generator to generate electric power.

  On the other hand, the second motor / generator MG2 outputs a forward rotational driving force (MG2 torque T2) to the output shaft O from the carrier ca1 of the first planetary gear mechanism PG1 via the third planetary gear mechanism PG3. Assist the rotational driving force of the input shaft I (engine E) transmitted. At this time, as shown by a straight line L3 in FIG. 4, the third planetary gear mechanism PG3 has the second motor / generator MG2 and the carrier ca1 of the first planetary gear mechanism PG1 on the sun gear s3 which is one end in the order of rotational speed. The other connected ring gear r3 is fixed to the case Dc by the brake B1. For this reason, the rotational speed of the sun gear s3 is reduced and transmitted to the output shaft O connected to the carrier ca3 that is intermediate in the order of the rotational speed. Therefore, the third planetary gear mechanism PG3 amplifies and outputs the rotational driving force of the input shaft I and the rotational driving force of the second motor / generator MG2 transmitted from the carrier ca1 of the first planetary gear mechanism PG1 to the sun gear s3. Transmit to axis O. In the split low speed mode, the second motor / generator MG2 is in a state of generating a rotational driving force in the positive direction while rotating forward (rotation speed is positive), and functions as a motor to perform powering.

In the split low speed mode, the torque conversion ratio when the rotational driving force of the input shaft I is transmitted to the output shaft O is as follows. That is, as shown in the lower part of FIG. 4, the gear ratios of the first planetary gear mechanism PG1 and the third planetary gear mechanism PG3 (= [number of teeth of the sun gear] / [number of teeth of the ring gear]) are λ1, λ3 (λ1 When <1, λ3 <1), assuming that the torque of the input shaft I transmitted to the output shaft O is TO, the torque TO is obtained by the following equation (1).
TO = TE × {(1−λ1) × (1 + λ3)} / λ3 (1)
Therefore, for example, when λ1 = 0.5 and λ3 = 0.5, TO = 1.5TE. That is, in this case, the torque conversion ratio (= [torque of output shaft O] / [torque of input shaft I]) in the split low speed mode is 1.5, and the torque TE of the input shaft I is multiplied by 1.5. Is transmitted to the output shaft O. Further, the MG2 torque T2 output from the second motor / generator MG2 is also amplified and transmitted to the output shaft O by (1 + λ3) / λ3 times by the third planetary gear mechanism PG3. The gear ratios λ1, λ2, and λ3 of the planetary gear mechanisms PG1, PG2, and PG3 are appropriately set in consideration of the characteristics of the engine E, the first motor / generator MG1, and the second motor / generator MG2, the vehicle weight, and the like. can do.

  As described above, in the split low speed mode, the rotational driving force of the input shaft I (engine E), that is, the engine torque TE can be amplified and transmitted to the output shaft O, so that the vehicle speed is relatively low. It becomes the mode for low speed used. Specifically, in the split low speed mode, the rotation speed of the output shaft O is zero (when the vehicle starts), and the rotation speed of the output shaft O is the sun gear s1 and the second planetary gear mechanism of the first planetary gear mechanism PG1. It is used until it reaches a state that matches the rotational speed of the ring gear r2 of PG2. That is, in the split low speed mode, when the rotational speed of the engine E is constant, the rotational speed of the second motor / generator MG2 is increased from the state where the rotational speed of the output shaft O is zero, and the first motor / generator MG1. By lowering the rotational speed of the vehicle, the rotational speed of the output shaft O is gradually increased to start the vehicle. Then, when the rotation speed of the output shaft O increases and matches the rotation speed of the sun gear s1 of the first planetary gear mechanism PG1 and the ring gear r2 of the second planetary gear mechanism PG2, the control unit ECU turns on the first clutch C1. Engage and release the brake B1. Thereby, the split low speed mode is switched to the split high speed mode described later. This mode switching is a synchronous switching in which the engaging members on both sides of the first clutch C1 engaged at this time are engaged in the same state. Here, one of the engaging members on both sides of the first clutch C1 is the sun gear s1 of the first planetary gear mechanism PG1 and the ring gear r2 of the second planetary gear mechanism PG2 which are input side rotating members of the first clutch C1, The other of the engaging members is a carrier ca3 and an output shaft O of the third planetary gear mechanism PG3 which is an output side rotating member of the first clutch C1. The control unit ECU switches the functions of the first motor / generator MG1 and the second motor / generator MG2 after switching from the split low-speed mode to the split high-speed mode, so that the first motor / generator MG1 and the second motor / generator are switched. The output direction of each rotational driving force of MG2 is also changed.

1-5. Split high-speed mode In the split high-speed mode, the rotational driving force of the input shaft I (engine E) is applied to the carrier ca2 of the second planetary gear mechanism PG2, which is a rotating element connected to the first motor generator MG1, and the second motor The rotational driving force of the input shaft I is transmitted to the output shaft O with a torque conversion ratio smaller than that of the split low speed mode while being distributed to the carrier ca1 of the first planetary gear device PG1, which is a rotating element connected to the generator MG2. It is a mode to do. In this split high-speed mode, the first planetary gear mechanism PG1 and the third planetary gear mechanism PG3 function as a driving force distribution mechanism that distributes the rotational driving force of the input shaft I, and the second motor / generator MG2 functions as the input shaft I. It functions as a reaction force receiver for rotational driving force. The second planetary gear mechanism PG2 reduces the rotational speed of the first motor / generator MG1 and transmits it to the first planetary gear mechanism PG1, as in the split low-speed mode. In order to realize such a configuration, as shown in FIG. 3, in the split high speed mode (Hi), the first clutch C1 is engaged, so that the sun gear s1 and the second planetary gear mechanism PG1 of the first planetary gear mechanism PG1 are engaged. The ring gear r2 of the planetary gear mechanism PG2 and the carrier ca3 of the third planetary gear mechanism PG3 are connected to rotate integrally. Hereinafter, the operations and functions of the planetary gear mechanisms PG1 to PG3 in the split high speed mode will be described in detail based on the velocity diagram shown in FIG.

  In the split high speed mode, as shown by a straight line L1 in FIG. 5, in the first planetary gear mechanism PG1, the ring gear r1 that is intermediate in the order of rotational speed rotates integrally with the input shaft I (engine E). The rotational driving force of the input shaft I transmitted to r1 is distributed in the order of rotational speed to the sun gear s1 that is one end and the carrier ca1 that is the other end. In the split high speed mode, the first clutch C1 is engaged, so that the sun gear s1 of the first planetary gear mechanism PG1, the ring gear r2 of the second planetary gear mechanism PG2, and the carrier of the third planetary gear mechanism PG3. The ca3 is connected to rotate integrally. As a result, the third planetary gear mechanism PG3 enters a state of operating integrally with the first planetary gear mechanism PG1, as indicated by a straight line L3 in FIG. 5, and the first planetary gear mechanism PG1 and the third planetary gear mechanism PG3 Are collinear on the velocity diagram. Therefore, the rotational driving force distributed to the sun gear s1 is transmitted to the output shaft O via the carrier ca3 of the third planetary gear mechanism PG3 that rotates integrally with the sun gear s1. The rotational driving force distributed to the carrier ca1 is transmitted to the second motor / generator MG2. At this time, the engine E outputs a rotational driving force (engine torque TE) in the positive direction while being controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally along optimal fuel consumption characteristics). The force is transmitted to the ring gear r1 of the first planetary gear mechanism PG1 via the input shaft I.

  Further, the first motor / generator MG1 outputs a rotational driving force (MG1 torque T1) in the positive direction, whereby the sun gear s1 and the third planet of the first planetary gear mechanism PG1 are connected via the second planetary gear mechanism PG2. Assisting the rotational driving force of the input shaft I (engine E) transmitted from the carrier ca3 of the gear mechanism PG3 to the output shaft O is performed. At this time, as shown as a straight line L2 in FIG. 5, in the second planetary gear mechanism PG2, the sun gear s2 that is one end in the order of the rotational speed is fixed to the case Dc, and the carrier ca2 that is the other end is fixed to the first motor A generator MG1 is connected. For this reason, the rotational speed of the first motor / generator MG1 is decelerated and transmitted to the ring gear r2 which is intermediate in the order of the rotational speed. Accordingly, even in the split high speed mode, the second planetary gear mechanism PG2 amplifies the rotational driving force of the first motor / generator MG1 and transmits it to the sun gear s1 of the first planetary gear mechanism PG1 that rotates integrally with the ring gear r2. In the split high-speed mode, the sun gear s1 of the first planetary gear mechanism PG1 and the output shaft O rotate integrally, so that the amplified rotational driving force of the first motor / generator MG1 is directly applied to the output shaft O. Communicated. Here, when the gear ratio of the second planetary gear mechanism PG2 is λ2 (λ2 <1), the MG1 torque output from the first motor / generator MG1 by the second planetary gear mechanism PG2 is 1 / (1-λ2). Amplified twice. In this split high-speed mode, the first motor / generator MG1 is in a state of generating a rotational driving force in the positive direction while rotating forward (rotation speed is positive), and functions as a motor to power.

  On the other hand, the second motor / generator MG2 outputs a negative rotational driving force (MG2 torque T2), thereby generating a reaction force of the rotational driving force of the input shaft I (engine E) as a carrier of the first planetary gear mechanism PG1. It transmits to ca1. Therefore, in this split high speed mode, the rotational driving force of the second motor / generator MG2 that rotates integrally with the carrier ca1 of the first planetary gear mechanism PG1 becomes the reaction force of the rotational driving force of the input shaft I as it is. At this time, the second motor / generator MG2 is in a state of generating a rotational driving force in the negative direction while rotating forward (rotation speed is positive), and functions as a generator to generate electric power. Thus, in the split low speed mode and the split high speed mode, the motor / generators MG1 and MG2 that receive the reaction force of the rotational driving force of the input shaft I (engine E) alternate.

In the split high speed mode, the torque conversion ratio when the rotational driving force of the input shaft I is transmitted to the output shaft O is as follows. That is, as shown in the lower part of FIG. 5, when the gear ratio (= [number of teeth of sun gear] / [number of teeth of ring gear]) of the first planetary gear mechanism PG1 is λ1 (λ1 <1), the output shaft O When the torque of the input shaft I transmitted to is assumed to be TO, the torque TO is obtained by the following equation (2).
TO = TE × λ1 (2)
Therefore, for example, when λ1 = 0.5, TO = 0.5TE. That is, in this case, the torque conversion ratio (= [torque of the output shaft O] / [torque of the input shaft I]) in the split high speed mode is 0.5, and the torque TE of the input shaft I is multiplied by 0.5. Is transmitted to the output shaft O. Further, the MG1 torque T1 output from the first motor / generator MG1 is also amplified and transmitted to the output shaft O by 1 / (1-λ2) times by the second planetary gear mechanism PG2, as described above.

  As described above, the split high speed mode is a mode in which the rotational driving force of the input shaft I (engine E), that is, the engine torque TE is reduced and transmitted to the output shaft O. Thus, since the rotational speed of the engine E can be kept low, the high speed mode is used in a state where the vehicle speed is relatively high. Specifically, in the split high speed mode, the rotation speed of the output shaft O gradually increases in the split low speed mode, and coincides with the rotation speed of the sun gear s1 of the first planetary gear mechanism PG1 and the ring gear r2 of the second planetary gear mechanism PG2. From the state of switching to the split high speed mode, the rotation speed of the output shaft O further increases, the rotation speed of the second motor / generator MG2 decreases, and the rotation speed of the ring gear r3 of the third planetary gear mechanism PG3 becomes the second rotation speed. The planetary gear mechanism PG is used until the rotational speed of the carrier ca2 of the planetary gear mechanism PG is reached. That is, in the split high speed mode, when the rotational speed of the engine E is constant, the rotational speed of the output shaft O is increased by increasing the rotational speed of the first motor / generator MG1 after switching from the split low speed mode. Let At this time, the rotational speed of the second motor / generator MG2 as a reaction force receiver is lowered. The rotational speed of the ring gear r3 of the third planetary gear mechanism PG3 matches the rotational speed of the carrier ca2 of the second planetary gear mechanism PG, and as shown in FIG. When PG3 becomes the same straight line, the control unit ECU engages the second clutch C2 while keeping the first clutch C1 in the engaged state. As a result, the split high-speed mode is switched to the parallel acceleration mode described later. This mode switching is a synchronous switching in which the engaging members on both sides of the second clutch C2 engaged at this time are engaged in the same state. Here, one of the engaging members on both sides of the second clutch C2 is a carrier ca2 of the second planetary gear mechanism PG2 which is an input side rotating member of the second clutch C2, and the other of the engaging members is the second clutch. This is the ring gear r3 of the third planetary gear mechanism PG3 which is the output side rotation member of C2. The controller ECU basically sets the first motor / generator MG1 and the second motor / generator MG2 to not output the rotational driving force after switching from the split high-speed mode to the parallel acceleration mode.

1-6. Parallel acceleration mode In the parallel acceleration mode, the rotation speed of the output shaft O, the first motor / generator MG1, and the second motor / generator MG2 is determined in proportion to the rotation speed of the input shaft I. In this mode, the speed is increased and transmitted to the output shaft O. In the parallel acceleration mode, the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 are in a state of operating integrally, and as shown in FIG. The lines representing the planetary gear mechanisms PG1 to PG3 are the same straight line. As described above, since all the planetary gear mechanisms PG1 to PG3 operate integrally, in the parallel acceleration mode, one or both of the first motor / generator MG1 and the second motor / generator MG2 are operated. Instead, it is possible to travel by transmitting the rotational driving force of the input shaft I (engine E) to the output shaft O. At this time, since the rotational speed of the input shaft I (engine E) is increased and transmitted to the output shaft O, the rotational speed of the engine E can be kept low. In order to realize such a configuration, as shown in FIG. 3, the parallel acceleration mode (OD) is realized by engaging two of the first clutch C1 and the second clutch C2. That is, when the first clutch C1 is engaged, the sun gear s1 of the first planetary gear mechanism PG1, the ring gear r2 of the second planetary gear mechanism PG2, and the carrier ca3 of the third planetary gear mechanism PG3 rotate integrally. When the second clutch C2 is engaged, the carrier ca2 of the second planetary gear mechanism PG2 and the ring gear r3 of the third planetary gear mechanism PG3 are connected to rotate integrally. Hereinafter, the operations and functions of the planetary gear mechanisms PG1 to PG3 in the parallel acceleration mode will be described in detail based on the velocity diagram shown in FIG.

  In the parallel acceleration mode, each of the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 is shown on the velocity diagram as shown as straight lines L1, L2, and L3 in FIG. The line to represent becomes the same straight line, and all the planetary gear mechanisms PG1-PG3 which comprise the planetary gear apparatus PG will be in the state which operate | moves integrally. In the parallel acceleration mode, the planetary gear device PG has a total of five rotating elements. Further, the five rotating elements of the planetary gear device PG are fixed to the carrier ca1, the sun gear s3, and the case Dc, which are rotating elements integrally rotating with the second motor / generator MG2, in order of the rotation speed from the left side in FIG. A sun gear s2 that is a rotating element, a ring gear r1 that is a rotating element that rotates integrally with the input shaft I, a sun gear s1 that is a rotating element that rotates together with the output shaft O, a ring gear r2 and a carrier ca3, and a first motor generator MG1. It is a carrier ca2 and a ring gear r3 which are rotating elements that rotate. As described above, the sun gear s2 that is one rotating element is fixed to the case Dc in a state in which the entire planetary gear device PG is integrally operated, so that the rotational speed of the input shaft I (engine E) is increased. Thus, the rotational speeds of the output shaft O, the first motor / generator MG1, and the second motor / generator MG2 are determined. Further, in the order of the rotation speed, the rotation element connected to the input shaft I is provided between the rotation element (s2) fixed to the case Dc and the rotation element connected to the output shaft O. The rotational speed of the input shaft I (engine E) is increased and transmitted to the output shaft O.

  At this time, the engine E is controlled to output an appropriate rotational speed and rotational driving force (engine torque TE) according to the vehicle speed and the required driving force. The first motor / generator MG1 and the second motor / generator MG2 basically rotate at a rotational speed determined according to the rotational speed of the input shaft I (engine E), but do not output rotational driving force. Controlled. That is, in this parallel acceleration mode, the first motor / generator MG1 and the second motor / generator MG2 basically do not function as either a motor or a generator, and do not perform power running or power generation. However, when the rotational driving force of the engine E is insufficient with respect to the required driving force, it is possible to power one or both of the first motor / generator MG1 and the second motor / generator MG2 as a motor. . Further, when the amount of charge of the battery 11 is insufficient, it is possible to generate power using one or both of the first motor / generator MG1 and the second motor / generator MG2. Alternatively, one of the first motor / generator MG1 and the second motor / generator MG2 can be used as a generator, and the other can be used as a motor by using the power obtained by the power generation.

  As described above, in the parallel acceleration mode, all the planetary gear mechanisms PG1 to PG3 constituting the planetary gear device PG operate integrally, so that the output shaft is proportional to the rotational speed of the input shaft I. O, the rotation speed of the first motor / generator MG1 and the second motor / generator MG2 is determined, and the rotation speed of the input shaft I (engine E) is increased and transmitted to the output shaft O. is there. Therefore, this parallel acceleration mode is a mode more suitable for the high-speed region than the split high-speed mode, which is used in a state where the vehicle speed is high, the required driving force is small, and the change is small. That is, in this parallel acceleration mode, the first motor / generator MG1 and the second motor / generator MG2 can be operated by transmitting the rotational driving force of the input shaft I (engine E) to the output shaft O without operating. it can. Therefore, energy loss due to the operations of the first motor / generator MG1 and the second motor / generator MG2 can be suppressed in a situation where the change in the required driving force is small. At this time, since the rotational speed of the input shaft I (engine E) is increased and transmitted to the output shaft O, the engine torque TE transmitted to the output shaft O decreases, but the rotational speed of the engine E decreases. It becomes possible to suppress. Therefore, the engine can be operated with high efficiency. In this parallel acceleration mode, the rotation speed of the output shaft O increases and the rotation speed of the second motor / generator MG2 decreases while the rotation speed of the ring gear r3 of the third planetary gear mechanism PG3 becomes the second planetary speed mode. It is used in a region where the rotational speed of the output shaft O is higher than the state in which the gear mechanism PG is switched to the parallel acceleration mode in accordance with the rotational speed of the carrier ca2.

2. Second Embodiment Next, a second embodiment of the present invention will be described. FIG. 7 is a skeleton diagram showing the configuration of the hybrid drive apparatus H according to the present embodiment. In FIG. 7, as in FIG. 1, the configuration of the lower half symmetric with respect to the central axis is omitted. This hybrid drive device H is similar to the first embodiment in that it can be switched between three operation modes of a split low speed mode, a split high speed mode, and a parallel speed increase mode. The specific configuration of the apparatus for enabling the mode is different. Hereinafter, the hybrid drive device H according to the present embodiment will be described focusing on differences from the first embodiment. Since the system configuration of the hybrid drive apparatus H according to this embodiment is the same as that shown in FIG. 2, the description thereof is omitted. Other configurations are also the same as those in the first embodiment unless otherwise described.

2-1. Configuration of Each Part of Hybrid Drive Device As shown in FIG. 7, the hybrid drive device H according to this embodiment includes a first planetary gear mechanism PG1, a second planetary gear mechanism PG2, and a third planetary gear that constitute the planetary gear device PG. The specific configuration of the gear mechanism PG3 is different from that of the first embodiment. Hereinafter, each structure of each planetary gear mechanism PG1-PG3 is demonstrated in detail.

  As shown in FIG. 7, the first planetary gear mechanism PG1 is a double pinion type planetary gear mechanism that is arranged coaxially with the input shaft I and the output shaft O. That is, the first planetary gear mechanism PG1 includes a carrier ca1 that supports a plurality of pairs of pinion gears, and a sun gear s1 and a ring gear r1 that mesh with the pinion gears, respectively, as rotating elements. The carrier ca1 is connected to rotate integrally with the rotor Ro2 of the second motor / generator MG2 and the sun gear s3 of the third planetary gear mechanism PG3. The ring gear r1 is connected to rotate integrally with the input shaft I. The sun gear s1 is connected to rotate integrally with the rotor Ro1 of the first motor / generator MG1, and is selectively connected to the carrier ca2 of the second planetary gear mechanism PG2 via the first clutch C1. As a result, the first planetary gear mechanism PG1 uses the sun gear s1, which is a rotating element connected to the first motor / generator MG1, in the split low speed mode and the split high speed mode, and the second motor. Functions as a driving force distribution mechanism that distributes to the carrier ca1, which is a rotating element connected to the generator MG2. In the present embodiment, the carrier ca1, ring gear r1, and sun gear s1 of the first planetary gear mechanism PG1 are the “first rotating element e1”, “second rotating element e2”, “first rotating element e1” of the first planetary gear mechanism PG1, respectively. This corresponds to the “three rotation element e3”.

  The second planetary gear mechanism PG2 is a double pinion type planetary gear mechanism that is disposed coaxially with the input shaft I and the output shaft O. That is, the second planetary gear mechanism PG2 includes a carrier ca2 that supports a plurality of pairs of pinion gears, and a sun gear s2 and a ring gear r2 that mesh with the pinion gears, respectively, as rotating elements. The sun gear s2 is fixed to the case Dc. The ring gear r2 is connected to rotate integrally with the carrier ca3 and the output shaft O of the third planetary gear mechanism PG3. The carrier ca2 is selectively connected to the rotor Ro1 of the first motor / generator MG1 and the sun gear s1 of the first planetary gear device PG1 via the first clutch C1, and to the third planetary gear via the second clutch C2. The ring gear r3 of the mechanism PG3 is selectively connected. In the present embodiment, the sun gear s2, the ring gear r2, and the carrier ca2 of the second planetary gear mechanism PG2 are the “first rotation element e1”, “second rotation element e2”, “first rotation element” of the second planetary gear mechanism PG2, respectively. This corresponds to the “three rotation element e3”.

  The third planetary gear mechanism PG3 is a single pinion type planetary gear mechanism arranged coaxially with the input shaft I and the output shaft O. That is, the third planetary gear mechanism PG3 includes, as rotating elements, a carrier ca3 that supports a plurality of pinion gears, and a sun gear s3 and a ring gear r3 that mesh with the pinion gears. The sun gear s3 is connected to rotate integrally with the carrier ca1 of the first planetary gear mechanism PG1 and the rotor Ro2 of the second motor / generator MG2. The carrier ca3 is connected to rotate integrally with the output shaft O and the ring gear r2 of the second planetary gear device PG2. The ring gear r3 is selectively fixed to the case Dc by the brake B1, and is selectively connected to the carrier ca2 of the second planetary gear mechanism PG via the second clutch C2. In the present embodiment, the sun gear s3, the carrier ca3, and the ring gear r3 of the third planetary gear mechanism PG3 are the “first rotation element e1”, “second rotation element e2”, “second rotation gear” of the third planetary gear mechanism PG3, respectively. This corresponds to the “three rotation element e3”. The ring gear r3 corresponds to the “selective fixed rotation element” of the third planetary gear mechanism PG3.

2-2. Operation Mode of Hybrid Drive Device Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. In the hybrid drive device H, the operation table showing the operation states of the plurality of friction engagement elements C1, C2, and B1 in each operation mode is the same as FIG. 8 to 10 show velocity diagrams of the planetary gear device PG. FIG. 8 is a velocity diagram in the split low speed mode, FIG. 9 is a velocity diagram in the split high speed mode, and FIG. 10 is a parallel acceleration. A velocity diagram in each mode is shown. The description method of these velocity diagrams is the same as that in FIGS. 4 to 6 according to the first embodiment.

  As shown in FIG. 3 and FIG. 8 to FIG. 10, this hybrid drive device H switches between three operation modes: a split low speed mode, a split high speed mode, and a parallel speed increase mode, as in the first embodiment. It has a configuration prepared for possible. Here, in both of the split low speed mode and the split high speed mode, the sun gear of the first planetary gear device PG1 which is a rotating element connected to the first motor / generator MG1 is used as the rotational driving force of the input shaft I (engine E). This is a split mode in which the state is distributed to s1 and the carrier ca1 of the first planetary gear device PG1, which is a rotating element connected to the second motor / generator MG2. In this split mode, one of the first motor / generator MG1 and the second motor / generator MG2 receives a reaction force of the rotational driving force of the input shaft I. The split low-speed mode and split high-speed mode are the torque conversion ratio when the rotational driving force of the input shaft I is transmitted to the output shaft O (= [torque of output shaft O] / [torque of input shaft I]). Are different from each other. Also in this embodiment, the split low speed mode corresponds to the split first mode in the present invention, and the split high speed mode corresponds to the split second mode in the present invention. On the other hand, in the parallel acceleration mode, the rotational speeds of the output shaft O, the first motor / generator MG1, and the second motor / generator MG2 are determined in proportion to the rotational speed of the input shaft I, and the rotational speed of the input shaft I is In this mode, the speed is increased and transmitted to the output shaft O. Hereinafter, the operation state of the hybrid drive device H in each operation mode will be described in detail.

2-3. Split low-speed mode In the split low-speed mode, the rotational driving force of the input shaft I (engine E) is applied to the sun gear s1 of the first planetary gear device PG1, which is a rotating element connected to the first motor / generator MG1, and the second motor The rotational driving force of the input shaft I is transmitted to the output shaft O with a torque conversion ratio larger than that of the split high-speed mode described later while being distributed to the carrier ca1 of the first planetary gear device PG1, which is a rotating element connected to the generator MG2. It is a mode to do. In this split low speed mode, the first planetary gear mechanism PG1 functions as a driving force distribution mechanism that distributes the rotational driving force of the input shaft I, and the first motor / generator MG1 receives the reaction force of the rotational driving force of the input shaft I. Function as. Further, the third planetary gear mechanism PG3 distributes the rotational driving force of the input shaft I (engine E), and controls the rotational speed of the carrier ca1 of the first planetary gear mechanism PG1 connected to the second motor / generator MG2. , Decelerate and transmit to the output shaft O. On the other hand, in this split low speed mode, the second planetary gear mechanism PG2 does not particularly function. In order to realize such a configuration, as shown in FIG. 3, in the split low speed mode (Lo), the ring gear r3 of the third planetary gear mechanism PG3 is fixed to the case Dc by engaging the brake B1. The Hereinafter, the operations and functions of the planetary gear mechanisms PG1 to PG3 in the split low speed mode will be described in detail based on the velocity diagram shown in FIG.

  In the split low speed mode, the first planetary gear mechanism PG1, as shown by a straight line L1 in FIG. 8, rotates the ring gear r1 that is intermediate in the order of rotational speed integrally with the input shaft I (engine E). The rotational driving force of the input shaft I transmitted to r1 is distributed in the order of rotational speed to the sun gear s1 at one end and the carrier ca1 at the other end. The rotational driving force distributed to the sun gear s1 is transmitted to the first motor / generator MG1. The rotational driving force distributed to the carrier ca1 is transmitted to the second motor / generator MG2 and also to the output shaft O through the third planetary gear mechanism PG3. At this time, the engine E outputs a rotational driving force (engine torque TE) in the positive direction while being controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally along optimal fuel consumption characteristics). The force is transmitted to the ring gear r1 via the input shaft I.

  Further, the first motor / generator MG1 outputs a negative direction rotational driving force (MG1 torque T1), whereby the reaction force of the rotational driving force of the input shaft I (engine E) is converted to the sun gear of the first planetary gear mechanism PG1. to s1. Therefore, the rotational driving force of the first motor / generator MG1 that rotates integrally with the sun gear s1 of the first planetary gear mechanism PG1 becomes the reaction force of the rotational driving force of the input shaft I as it is. In the split low speed mode, the first motor / generator MG1 is in a state of generating a rotational driving force in the negative direction while rotating forward (rotation speed is positive), and functions as a generator to generate electric power.

  On the other hand, the second motor / generator MG2 outputs a forward rotational driving force (MG2 torque T2) to the output shaft O from the carrier ca1 of the first planetary gear mechanism PG1 via the third planetary gear mechanism PG3. Assist the rotational driving force of the input shaft I (engine E) transmitted. At this time, as indicated by a straight line L3 in FIG. 8, the third planetary gear mechanism PG3 has the second motor / generator MG2 and the carrier ca1 of the first planetary gear mechanism PG1 on the sun gear s3 that is one end in the order of the rotational speed. The ring gear r3 which is connected and becomes the other end is fixed to the case Dc by the brake B1. For this reason, the rotational speed of the sun gear s3 is reduced and transmitted to the output shaft O connected to the carrier ca3 that is intermediate in the order of the rotational speed. Therefore, the third planetary gear mechanism PG3 amplifies and outputs the rotational driving force of the input shaft I and the rotational driving force of the second motor / generator MG2 transmitted from the carrier ca1 of the first planetary gear mechanism PG1 to the sun gear s3. Transmit to axis O. In the split low speed mode, the second motor / generator MG2 is in a state of generating a rotational driving force in the positive direction while rotating forward (rotation speed is positive), and functions as a motor to perform powering.

In the split low speed mode, the torque conversion ratio when the rotational driving force of the input shaft I is transmitted to the output shaft O is as follows. That is, as shown in the lower part of FIG. 8, the gear ratios of the first planetary gear mechanism PG1 and the third planetary gear mechanism PG3 (= [the number of teeth of the sun gear] / [the number of teeth of the ring gear]) are λ1, λ3 (λ1 When <1, λ3 <1), assuming that the torque of the input shaft I transmitted to the output shaft O is TO, the torque TO is obtained by the following equation (1) as in the first embodiment.
TO = TE × {(1−λ1) × (1 + λ3)} / λ3 (1)
Therefore, for example, when λ1 = 0.3 and λ3 = 0.5, TO = 2.1TE. That is, in this case, the torque conversion ratio (= [torque of output shaft O] / [torque of input shaft I]) in the split low speed mode is 2.1, and the torque TE of the input shaft I is multiplied by 2.1. Is transmitted to the output shaft O. Further, the MG2 torque T2 output from the second motor / generator MG2 is also amplified and transmitted to the output shaft O by (1 + λ3) / λ3 times by the third planetary gear mechanism PG3. The gear ratios λ1, λ2, and λ3 of the planetary gear mechanisms PG1, PG2, and PG3 are appropriately set in consideration of the characteristics of the engine E, the first motor / generator MG1, and the second motor / generator MG2, the vehicle weight, and the like. can do.

  As described above, in the split low speed mode, the rotational driving force of the input shaft I (engine E), that is, the engine torque TE can be amplified and transmitted to the output shaft O, so that the vehicle speed is relatively low. It becomes the mode for low speed used. Specifically, in the split low speed mode, the rotation speed of the carrier ca2 of the second planetary gear device PG2 is changed from the state where the rotation speed of the output shaft O is zero (when the vehicle starts) to the sun gear s1 of the first planetary gear mechanism PG1. It is used until it becomes the state which corresponds to the rotational speed of. That is, in the split low speed mode, when the rotational speed of the engine E is constant, the rotational speed of the second motor / generator MG2 is increased from the state where the rotational speed of the output shaft O is zero, and the first motor / generator MG1. By lowering the rotational speed of the vehicle, the rotational speed of the output shaft O is gradually increased to start the vehicle. Then, the rotational speed of the output shaft O increases and the rotational speed of the first motor / generator MG1 decreases, and the rotational speed of the sun gear s1 of the first planetary gear mechanism PG1 and the rotational speed of the carrier ca2 of the second planetary gear device PG2. When the two coincide with each other, the control device ECU engages the first clutch C1 and releases the brake B1. Thereby, the split low speed mode is switched to the split high speed mode described later. This mode switching is a synchronous switching in which the engaging members on both sides of the first clutch C1 engaged at this time are engaged in the same state. Here, one of the engaging members on both sides of the first clutch C1 is the sun gear s1 and the first motor / generator MG1 of the first planetary gear mechanism PG1, which is the input side rotating member of the first clutch C1, and the engagement. The other member is a carrier ca2 of the second planetary gear device PG2 which is an output side rotation member of the first clutch C1. The control unit ECU switches the functions of the first motor / generator MG1 and the second motor / generator MG2 after switching from the split low-speed mode to the split high-speed mode, so that the first motor / generator MG1 and the second motor / generator are switched. The output direction of each rotational driving force of MG2 is also changed.

2-4. Split high-speed mode In the split high-speed mode, the rotational driving force of the input shaft I (engine E) is applied to the sun gear s1 of the first planetary gear unit PG1, which is a rotating element connected to the first motor / generator MG1, and the second motor The rotational driving force of the input shaft I is transmitted to the output shaft O with a torque conversion ratio smaller than that of the split low speed mode while being distributed to the carrier ca1 of the first planetary gear device PG1, which is a rotating element connected to the generator MG2. It is a mode to do. In the present embodiment, even in the split high speed mode, the first planetary gear mechanism PG1 functions as a driving force distribution mechanism that distributes the rotational driving force of the input shaft I. The second motor / generator MG2 functions as a reaction force receiver for the rotational driving force of the input shaft I. Further, the second planetary gear mechanism PG2 distributes the rotational driving force of the input shaft I (engine E), and controls the rotational speed of the sun gear s1 of the first planetary gear mechanism PG1 connected to the first motor / generator MG1. , Decelerate and transmit to the output shaft O. On the other hand, in the split high speed mode, the third planetary gear mechanism PG3 does not particularly function. In order to realize such a configuration, as shown in FIG. 3, in the split high speed mode (Hi), the first clutch C1 is engaged, so that the sun gear s1 and the first planetary gear mechanism PG1 are engaged. Motor generator MG1 and carrier ca2 of second planetary gear mechanism PG2 are connected to rotate integrally. Hereinafter, the operations and functions of the planetary gear mechanisms PG1 to PG3 in the split high speed mode will be described in detail based on the velocity diagram shown in FIG.

  In the split high speed mode, the first planetary gear mechanism PG1, as shown by a straight line L1 in FIG. The rotational driving force of the input shaft I transmitted to r1 is distributed in the order of rotational speed to the sun gear s1 that is one end and the carrier ca1 that is the other end. The rotational driving force distributed to the sun gear s1 is transmitted to the first motor / generator MG1 and is also transmitted to the output shaft O via the second planetary gear mechanism PG2. The rotational driving force distributed to the carrier ca1 is transmitted to the second motor / generator MG2. At this time, the engine E outputs a rotational driving force (engine torque TE) in the positive direction while being controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally along optimal fuel consumption characteristics). The force is transmitted to the ring gear r1 via the input shaft I.

  Further, the first motor / generator MG1 outputs a rotational driving force (MG1 torque T1) in the positive direction, whereby the sun gear s1 of the first planetary gear mechanism PG1 is output to the output shaft O via the second planetary gear mechanism PG2. Assist the rotational driving force of the input shaft I (engine E) transmitted. At this time, as shown by a straight line L2 in FIG. 9, the second planetary gear mechanism PG2 has the first motor / generator MG1 and the sun gear s1 of the first planetary gear mechanism PG1 on the carrier ca2, which is one end in the order of rotational speed. A sun gear s2 connected to the other end is fixed to the case Dc. For this reason, the rotational speed of the carrier ca2 is decelerated and transmitted to the output shaft O connected to the ring gear r2 that is intermediate in the order of the rotational speed. Therefore, the second planetary gear mechanism PG2 amplifies and outputs the rotational driving force of the input shaft I and the rotational driving force of the first motor / generator MG1 transmitted from the sun gear s1 of the first planetary gear mechanism PG1 to the carrier ca2. Transmit to axis O. In this split high-speed mode, the first motor / generator MG1 is in a state of generating a rotational driving force in the positive direction while rotating forward (rotation speed is positive), and functions as a motor to power.

  On the other hand, the second motor / generator MG2 outputs a negative rotational driving force (MG2 torque T2), thereby generating a reaction force of the rotational driving force of the input shaft I (engine E) as a carrier of the first planetary gear mechanism PG1. It transmits to ca1. Therefore, in this split high speed mode, the rotational driving force of the second motor / generator MG2 that rotates integrally with the carrier ca1 of the first planetary gear mechanism PG1 becomes the reaction force of the rotational driving force of the input shaft I as it is. At this time, the second motor / generator MG2 is in a state of generating a rotational driving force in the negative direction while rotating forward (rotation speed is positive), and functions as a generator to generate electric power. Thus, in the split low speed mode and the split high speed mode, the motor / generators MG1 and MG2 that receive the reaction force of the rotational driving force of the input shaft I (engine E) alternate.

In the split high speed mode, the torque conversion ratio when the rotational driving force of the input shaft I is transmitted to the output shaft O is as follows. That is, as shown in the lower part of FIG. 9, the gear ratio (= [number of teeth of sun gear] / [number of teeth of ring gear]) of the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 is λ1, λ2 (λ1 < In the case of 1, λ2 <1), assuming that the torque of the input shaft I transmitted to the output shaft O is TO, the torque TO is obtained by the following equation (3).
TO = TE × λ1 / (1-λ2) (3)
Therefore, for example, when λ1 = 0.3 and λ2 = 0.4, TO = 0.5TE. That is, in this case, the torque conversion ratio (= [torque of the output shaft O] / [torque of the input shaft I]) in the split high speed mode is 0.5, and the torque TE of the input shaft I is multiplied by 0.5. Is transmitted to the output shaft O. Further, the MG1 torque T1 output from the first motor / generator MG1 is also amplified and transmitted to the output shaft O by 1 / (1-λ2) times by the second planetary gear mechanism PG2, as described above.

  As described above, the split high speed mode is a mode in which the rotational driving force of the input shaft I (engine E), that is, the engine torque TE is reduced and transmitted to the output shaft O. Thus, since the rotational speed of the engine E can be kept low, the high speed mode is used in a state where the vehicle speed is relatively high. Specifically, in the split high speed mode, the rotation speed of the output shaft O gradually increases and the rotation speed of the first motor / generator MG1 decreases in the split low speed mode, and the rotation speed of the sun gear s1 of the first planetary gear mechanism PG1. And the rotation speed of the output shaft O are further increased and the rotation speed of the second motor / generator MG2 is decreased from the state where the rotation speed of the carrier ca2 of the second planetary gear unit PG2 is matched and switched to the split high speed mode. The rotation speed of the ring gear r3 of the third planetary gear mechanism PG3 is used until the rotation speed of the carrier ca2 of the second planetary gear mechanism PG is matched. That is, in the split high speed mode, when the rotational speed of the engine E is constant, the rotational speed of the output shaft O is increased by increasing the rotational speed of the first motor / generator MG1 after switching from the split low speed mode. Let At this time, the rotational speed of the second motor / generator MG2 as a reaction force receiver is lowered. Then, the rotational speed of the ring gear r3 of the third planetary gear mechanism PG3 coincides with the rotational speed of the carrier ca2 of the second planetary gear mechanism PG, and as shown in FIG. When PG3 becomes the same straight line, the control device ECU engages the second clutch C2 while keeping the first clutch C1 in the engaged state. As a result, the split high-speed mode is switched to the parallel acceleration mode described later. This mode switching is a synchronous switching in which the engaging members on both sides of the second clutch C2 engaged at this time are engaged in the same state. Here, one of the engaging members on both sides of the second clutch C2 is a carrier ca2 of the second planetary gear mechanism PG2 which is an input side rotating member of the second clutch C2, and the other of the engaging members is the second clutch. This is the ring gear r3 of the third planetary gear mechanism PG3 which is the output side rotation member of C2. The controller ECU basically sets the first motor / generator MG1 and the second motor / generator MG2 to not output the rotational driving force after switching from the split high-speed mode to the parallel acceleration mode.

2-5. Parallel acceleration mode In the parallel acceleration mode, the rotation speed of the output shaft O, the first motor / generator MG1, and the second motor / generator MG2 is determined in proportion to the rotation speed of the input shaft I. In this mode, the speed is increased and transmitted to the output shaft O. In this parallel acceleration mode, the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 are in an integrated operation state, and as shown in FIG. The lines representing the planetary gear mechanisms PG1 to PG3 are the same straight line. As described above, since all the planetary gear mechanisms PG1 to PG3 operate integrally, in the parallel acceleration mode, one or both of the first motor / generator MG1 and the second motor / generator MG2 are operated. Instead, it is possible to travel by transmitting the rotational driving force of the input shaft I (engine E) to the output shaft O. At this time, since the rotational speed of the input shaft I (engine E) is increased and transmitted to the output shaft O, the rotational speed of the engine E can be kept low. In order to realize such a configuration, as shown in FIG. 3, the parallel acceleration mode (OD) is realized by engaging two of the first clutch C1 and the second clutch C2. That is, when the first clutch C1 is engaged, the sun gear s1 and the first motor / generator MG1 of the first planetary gear mechanism PG1 and the carrier ca2 of the second planetary gear mechanism PG2 are connected to rotate integrally. When the second clutch C2 is engaged, the carrier ca2 of the second planetary gear mechanism PG2 and the ring gear r3 of the third planetary gear mechanism PG3 are connected to rotate integrally. Hereinafter, operations and functions of the planetary gear mechanisms PG1 to PG3 in the parallel acceleration mode will be described in detail based on the velocity diagram shown in FIG.

  In the parallel acceleration mode, each of the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 is shown on the velocity diagram as shown as straight lines L1, L2, and L3 in FIG. The line to represent becomes the same straight line, and all the planetary gear mechanisms PG1-PG3 which comprise the planetary gear apparatus PG will be in the state which operate | moves integrally. In the parallel acceleration mode, the planetary gear device PG has a total of five rotating elements. Further, the five rotating elements of the planetary gear device PG are fixed to the carrier ca1, the sun gear s3, and the case Dc, which are rotating elements integrally rotating with the second motor / generator MG2, in order of the rotation speed from the left side in FIG. A sun gear s2 that is a rotating element, a ring gear r1 that is a rotating element that rotates together with the input shaft I, a ring gear r2 that is a rotating element that rotates together with the output shaft O, a carrier ca3, and a rotation that rotates together with the first motor / generator MG1. The elements are a sun gear s1, a carrier ca2, and a ring gear r3. As described above, the sun gear s2 that is one rotating element is fixed to the case Dc in a state in which the entire planetary gear device PG is integrally operated, so that the rotational speed of the input shaft I (engine E) is increased. Thus, the rotational speeds of the output shaft O, the first motor / generator MG1, and the second motor / generator MG2 are determined. Further, in the order of the rotation speed, the rotation element connected to the input shaft I is provided between the rotation element (s2) fixed to the case Dc and the rotation element connected to the output shaft O. The rotational speed of the input shaft I (engine E) is increased and transmitted to the output shaft O.

  At this time, the engine E is controlled to output an appropriate rotational speed and rotational driving force (engine torque TE) according to the vehicle speed and the required driving force. The first motor / generator MG1 and the second motor / generator MG2 basically rotate at a rotational speed determined according to the rotational speed of the input shaft I (engine E), but do not output rotational driving force. Controlled. That is, in this parallel acceleration mode, the first motor / generator MG1 and the second motor / generator MG2 basically do not function as either a motor or a generator, and do not perform power running or power generation. However, when the rotational driving force of the engine E is insufficient with respect to the required driving force, it is possible to power one or both of the first motor / generator MG1 and the second motor / generator MG2 as a motor. . Further, when the amount of charge of the battery 11 is insufficient, it is possible to generate power using one or both of the first motor / generator MG1 and the second motor / generator MG2. Alternatively, one of the first motor / generator MG1 and the second motor / generator MG2 can be used as a generator, and the other can be used as a motor by using the power obtained by the power generation.

  As described above, in the parallel acceleration mode, all the planetary gear mechanisms PG1 to PG3 constituting the planetary gear device PG operate integrally, so that the output shaft is proportional to the rotational speed of the input shaft I. O, the rotation speed of the first motor / generator MG1 and the second motor / generator MG2 is determined, and the rotation speed of the input shaft I (engine E) is increased and transmitted to the output shaft O. is there. Therefore, this parallel acceleration mode is a mode more suitable for the high-speed region than the split high-speed mode, which is used in a state where the vehicle speed is high, the required driving force is small, and the change is small. That is, in this parallel acceleration mode, the first motor / generator MG1 and the second motor / generator MG2 can be operated by transmitting the rotational driving force of the input shaft I (engine E) to the output shaft O without operating. it can. Therefore, energy loss due to the operations of the first motor / generator MG1 and the second motor / generator MG2 can be suppressed in a situation where the change in the required driving force is small. At this time, since the rotational speed of the input shaft I (engine E) is increased and transmitted to the output shaft O, the engine torque TE transmitted to the output shaft O decreases, but the rotational speed of the engine E decreases. It becomes possible to suppress. Therefore, the engine can be operated with high efficiency. In this parallel acceleration mode, the rotation speed of the output shaft O increases and the rotation speed of the second motor / generator MG2 decreases while the rotation speed of the ring gear r3 of the third planetary gear mechanism PG3 becomes the second planetary speed mode. It is used in a region where the rotational speed of the output shaft O is higher than the state in which the gear mechanism PG is switched to the parallel acceleration mode in accordance with the rotational speed of the carrier ca2.

3. Third Embodiment Next, a third embodiment of the present invention will be described. FIG. 11 is a skeleton diagram showing the configuration of the hybrid drive apparatus H according to the present embodiment. Note that FIG. 11 omits the configuration of the lower half symmetric with respect to the central axis, as in FIG. This hybrid drive device H is similar to the first and second embodiments in that it can be switched between three operation modes: a split low speed mode, a split high speed mode, and a parallel speed increase mode. The specific configuration of the apparatus for enabling each of these modes is different. Hereinafter, the hybrid drive device H according to the present embodiment will be described focusing on differences from the first embodiment. Since the system configuration of the hybrid drive apparatus H according to this embodiment is the same as that shown in FIG. 2, the description thereof is omitted. Other configurations are also the same as those in the first embodiment unless otherwise described.

3-1. Configuration of Each Part of Hybrid Drive Device As shown in FIG. 11, the hybrid drive device H according to the present embodiment includes a first planetary gear mechanism PG1, a second planetary gear mechanism PG2, and a third planetary gear constituting the planetary gear device PG. The specific configuration of the gear mechanism PG3 is different from that of the first embodiment. Hereinafter, each structure of each planetary gear mechanism PG1-PG3 is demonstrated in detail.

  As shown in FIG. 11, the first planetary gear mechanism PG1 is a double pinion type planetary gear mechanism that is arranged coaxially with the input shaft I and the output shaft O. That is, the first planetary gear mechanism PG1 includes a carrier ca1 that supports a plurality of pairs of pinion gears, and a sun gear s1 and a ring gear r1 that mesh with the pinion gears, respectively, as rotating elements. The carrier ca1 is connected to rotate integrally with the rotor Ro2 of the second motor / generator MG2 and the sun gear s3 of the third planetary gear mechanism PG3. The ring gear r1 is connected to rotate integrally with the input shaft I. The sun gear s1 is connected so as to rotate integrally with the rotor Ro1 of the first motor / generator MG1 and the carrier ca2 of the second planetary gear unit PG2, and also with the ring gear r3 of the third planetary gear mechanism PG3 via the clutch C1. Connected selectively. As a result, the first planetary gear mechanism PG1 uses the sun gear s1, which is a rotating element connected to the first motor / generator MG1, in the split low speed mode and the split high speed mode, and the second motor. Functions as a driving force distribution mechanism that distributes to the carrier ca1, which is a rotating element connected to the generator MG2. In the present embodiment, the carrier ca1, ring gear r1, and sun gear s1 of the first planetary gear mechanism PG1 are the “first rotating element e1”, “second rotating element e2”, “first rotating element e1” of the first planetary gear mechanism PG1, respectively. This corresponds to the “three rotation element e3”.

  The second planetary gear mechanism PG2 is a double pinion type planetary gear mechanism that is disposed coaxially with the input shaft I and the output shaft O. That is, the second planetary gear mechanism PG2 includes a carrier ca2 that supports a plurality of pairs of pinion gears, and a sun gear s2 and a ring gear r2 that mesh with the pinion gears, respectively, as rotating elements. The sun gear s2 is selectively fixed to the case Dc via the second brake B2. The ring gear r2 is connected to rotate integrally with the carrier ca3 and the output shaft O of the third planetary gear mechanism PG3. The carrier ca2 is connected so as to rotate integrally with the rotor Ro1 of the first motor / generator MG1 and the sun gear s1 of the first planetary gear unit PG1, and with the ring gear r3 of the third planetary gear mechanism PG3 via the clutch C1. Connected selectively. In the present embodiment, the sun gear s2, the ring gear r2, and the carrier ca2 of the second planetary gear mechanism PG2 are the “first rotation element e1”, “second rotation element e2”, “first rotation element” of the second planetary gear mechanism PG2, respectively. This corresponds to the “three rotation element e3”.

  The third planetary gear mechanism PG3 is a single pinion type planetary gear mechanism arranged coaxially with the input shaft I and the output shaft O. That is, the third planetary gear mechanism PG3 includes, as rotating elements, a carrier ca3 that supports a plurality of pinion gears, and a sun gear s3 and a ring gear r3 that mesh with the pinion gears. The sun gear s3 is connected to rotate integrally with the carrier ca1 of the first planetary gear mechanism PG1 and the rotor Ro2 of the second motor / generator MG2. The carrier ca3 is connected to rotate integrally with the output shaft O and the ring gear r2 of the second planetary gear device PG2. The ring gear r3 is selectively fixed to the case Dc by the first brake B1, and is selectively connected to the carrier ca2 of the second planetary gear mechanism PG via the clutch C1. In the present embodiment, the sun gear s3, the carrier ca3, and the ring gear r3 of the third planetary gear mechanism PG3 are the “first rotation element e1”, “second rotation element e2”, “second rotation gear” of the third planetary gear mechanism PG3, respectively. This corresponds to the “three rotation element e3”. The ring gear r3 corresponds to the “selective fixed rotation element” of the third planetary gear mechanism PG3. As described above, according to the configuration of the hybrid drive device H according to the present embodiment, the number of brakes whose volume is generally smaller than that of the clutch is increased as compared with the configurations of the first and second embodiments. Since the first brake B1 and the second brake B2 are two and the number of clutches is reduced to one, it is possible to further reduce the size of the device.

3-2. Operation Mode of Hybrid Drive Device Next, operation modes that can be realized by the hybrid drive device H according to the present embodiment will be described. FIG. 12 is an operation table showing operation states of the plurality of friction engagement elements C1, B1, and B2 in each operation mode. FIGS. 13 to 15 show velocity diagrams of the planetary gear device PG, FIG. 13 is a velocity diagram in the split low speed mode, FIG. 14 is a velocity diagram in the split high speed mode, and FIG. 15 is a parallel acceleration. A velocity diagram in each mode is shown. The description method of these velocity diagrams is the same as that in FIGS. 4 to 6 according to the first embodiment.

  As shown in FIGS. 12 to 15, the hybrid drive device H switches between three operation modes: a split low speed mode, a split high speed mode, and a parallel speed increase mode, as in the first and second embodiments. It has a configuration prepared for possible. Here, in both of the split low speed mode and the split high speed mode, the sun gear of the first planetary gear device PG1 which is a rotating element connected to the first motor / generator MG1 is used as the rotational driving force of the input shaft I (engine E). This is a split mode in which the state is distributed to s1 and the carrier ca1 of the first planetary gear device PG1, which is a rotating element connected to the second motor / generator MG2. In this split mode, one of the first motor / generator MG1 and the second motor / generator MG2 receives a reaction force of the rotational driving force of the input shaft I. The split low-speed mode and split high-speed mode are the torque conversion ratio when the rotational driving force of the input shaft I is transmitted to the output shaft O (= [torque of output shaft O] / [torque of input shaft I]). Are different from each other. Also in this embodiment, the split low speed mode corresponds to the split first mode in the present invention, and the split high speed mode corresponds to the split second mode in the present invention. On the other hand, in the parallel acceleration mode, the rotational speeds of the output shaft O, the first motor / generator MG1, and the second motor / generator MG2 are determined in proportion to the rotational speed of the input shaft I, and the rotational speed of the input shaft I is In this mode, the speed is increased and transmitted to the output shaft O. Hereinafter, the operation state of the hybrid drive device H in each operation mode will be described in detail.

3-3. Split low-speed mode In the split low-speed mode, the rotational driving force of the input shaft I (engine E) is applied to the sun gear s1 of the first planetary gear device PG1, which is a rotating element connected to the first motor / generator MG1, and the second motor The rotational driving force of the input shaft I is transmitted to the output shaft O with a torque conversion ratio larger than that of the split high-speed mode described later while being distributed to the carrier ca1 of the first planetary gear device PG1, which is a rotating element connected to the generator MG2. It is a mode to do. In this split low speed mode, the first planetary gear mechanism PG1 functions as a driving force distribution mechanism that distributes the rotational driving force of the input shaft I, and the first motor / generator MG1 receives the reaction force of the rotational driving force of the input shaft I. Function as. Further, the third planetary gear mechanism PG3 distributes the rotational driving force of the input shaft I (engine E), and controls the rotational speed of the carrier ca1 of the first planetary gear mechanism PG1 connected to the second motor / generator MG2. , Decelerate and transmit to the output shaft O. On the other hand, in this split low speed mode, the second planetary gear mechanism PG2 does not particularly function. In order to realize such a configuration, as shown in FIG. 12, in the split low speed mode (Lo), the ring gear r3 of the third planetary gear mechanism PG3 is moved to the case Dc by engaging the first brake B1. Fixed. Hereinafter, the operations and functions of the planetary gear mechanisms PG1 to PG3 in the split low speed mode will be described in detail based on the velocity diagram shown in FIG.

  In the split low speed mode, the first planetary gear mechanism PG1, as shown as a straight line L1 in FIG. 13, rotates the ring gear r1 that is intermediate in the order of rotational speed integrally with the input shaft I (engine E). The rotational driving force of the input shaft I transmitted to r1 is distributed in the order of rotational speed to the sun gear s1 at one end and the carrier ca1 at the other end. The rotational driving force distributed to the sun gear s1 is transmitted to the first motor / generator MG1. The rotational driving force distributed to the carrier ca1 is transmitted to the second motor / generator MG2 and also to the output shaft O through the third planetary gear mechanism PG3. At this time, the engine E outputs a rotational driving force (engine torque TE) in the positive direction while being controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally along optimal fuel consumption characteristics). The force is transmitted to the ring gear r1 via the input shaft I.

  Further, the first motor / generator MG1 outputs a negative direction rotational driving force (MG1 torque T1), whereby the reaction force of the rotational driving force of the input shaft I (engine E) is converted to the sun gear of the first planetary gear mechanism PG1. to s1. Therefore, the rotational driving force of the first motor / generator MG1 that rotates integrally with the sun gear s1 of the first planetary gear mechanism PG1 becomes the reaction force of the rotational driving force of the input shaft I as it is. In the split low speed mode, the first motor / generator MG1 is in a state of generating a rotational driving force in the negative direction while rotating forward (rotation speed is positive), and functions as a generator to generate electric power.

  On the other hand, the second motor / generator MG2 outputs a forward rotational driving force (MG2 torque T2) to the output shaft O from the carrier ca1 of the first planetary gear mechanism PG1 via the third planetary gear mechanism PG3. Assist the rotational driving force of the input shaft I (engine E) transmitted. At this time, as shown by a straight line L3 in FIG. 13, the third planetary gear mechanism PG3 has the second motor / generator MG2 and the carrier ca1 of the first planetary gear mechanism PG1 on the sun gear s3 which is one end in the order of rotational speed. The ring gear r3 that is connected and is the other end is fixed to the case Dc by the first brake B1. For this reason, the rotational speed of the sun gear s3 is reduced and transmitted to the output shaft O connected to the carrier ca3 that is intermediate in the order of the rotational speed. Therefore, the third planetary gear mechanism PG3 amplifies and outputs the rotational driving force of the input shaft I and the rotational driving force of the second motor / generator MG2 transmitted from the carrier ca1 of the first planetary gear mechanism PG1 to the sun gear s3. Transmit to axis O. In the split low speed mode, the second motor / generator MG2 is in a state of generating a rotational driving force in the positive direction while rotating forward (rotation speed is positive), and functions as a motor to perform powering.

In the split low speed mode, the torque conversion ratio when the rotational driving force of the input shaft I is transmitted to the output shaft O is as follows. That is, as shown in the lower part of FIG. 13, the gear ratios of the first planetary gear mechanism PG1 and the third planetary gear mechanism PG3 (= [number of teeth of the sun gear] / [number of teeth of the ring gear]) are λ1, λ3 (λ1 When <1, λ3 <1), assuming that the torque of the input shaft I transmitted to the output shaft O is TO, the torque TO is expressed by the following equation (1) as in the first and second embodiments. It is obtained by.
TO = TE × {(1−λ1) × (1 + λ3)} / λ3 (1)
Therefore, for example, when λ1 = 0.3 and λ3 = 0.5, TO = 2.1TE. That is, in this case, the torque conversion ratio (= [torque of output shaft O] / [torque of input shaft I]) in the split low speed mode is 2.1, and the torque TE of the input shaft I is multiplied by 2.1. Is transmitted to the output shaft O. Further, the MG2 torque T2 output from the second motor / generator MG2 is also amplified and transmitted to the output shaft O by (1 + λ3) / λ3 times by the third planetary gear mechanism PG3. The gear ratios λ1, λ2, and λ3 of the planetary gear mechanisms PG1, PG2, and PG3 are appropriately set in consideration of the characteristics of the engine E, the first motor / generator MG1, and the second motor / generator MG2, the vehicle weight, and the like. can do.

  As described above, in the split low speed mode, the rotational driving force of the input shaft I (engine E), that is, the engine torque TE can be amplified and transmitted to the output shaft O, so that the vehicle speed is relatively low. It becomes the mode for low speed used. Specifically, the split low speed mode is used from the state where the rotational speed of the output shaft O is zero (when the vehicle starts) until the rotational speed of the sun gear s2 of the second planetary gear device PG2 becomes zero. The That is, in the split low speed mode, when the rotational speed of the engine E is constant, the rotational speed of the second motor / generator MG2 is increased from the state where the rotational speed of the output shaft O is zero, and the first motor / generator MG1. By lowering the rotational speed of the vehicle, the rotational speed of the output shaft O is gradually increased to start the vehicle. When the rotation speed of the output shaft O increases and the rotation speed of the first motor / generator MG1 decreases and the rotation speed of the sun gear s2 of the second planetary gear device PG2 becomes zero, the control device ECU The second brake B2 is engaged and the first brake B1 is released. Thereby, the split low speed mode is switched to the split high speed mode described later. This mode switching is a synchronous switching in which the engaging members on both sides of the second brake B2 engaged at this time are engaged in the same state. Here, one of the engaging members on both sides of the second brake B2 is the sun gear s2 of the second planetary gear mechanism PG2 that is a rotating member, and the other of the engaging members is a case Dc that is a non-rotating member. The control unit ECU switches the functions of the first motor / generator MG1 and the second motor / generator MG2 after switching from the split low-speed mode to the split high-speed mode, so that the first motor / generator MG1 and the second motor / generator are switched. The output direction of each rotational driving force of MG2 is also changed.

3-4. Split high-speed mode In the split high-speed mode, the rotational driving force of the input shaft I (engine E) is applied to the sun gear s1 of the first planetary gear unit PG1, which is a rotating element connected to the first motor / generator MG1, and the second motor The rotational driving force of the input shaft I is transmitted to the output shaft O with a torque conversion ratio smaller than that of the split low speed mode while being distributed to the carrier ca1 of the first planetary gear device PG1, which is a rotating element connected to the generator MG2. It is a mode to do. In the present embodiment, even in the split high speed mode, the first planetary gear mechanism PG1 functions as a driving force distribution mechanism that distributes the rotational driving force of the input shaft I. The second motor / generator MG2 functions as a reaction force receiver for the rotational driving force of the input shaft I. Further, the second planetary gear mechanism PG2 distributes the rotational driving force of the input shaft I (engine E), and controls the rotational speed of the sun gear s1 of the first planetary gear mechanism PG1 connected to the first motor / generator MG1. , Decelerate and transmit to the output shaft O. On the other hand, in the split high speed mode, the third planetary gear mechanism PG3 does not particularly function. In order to realize such a configuration, as shown in FIG. 12, in the split high speed mode (Hi), the sun brake s2 of the second planetary gear mechanism PG2 is placed in the case Dc by engaging the second brake B2. Fixed to. Hereinafter, the operations and functions of the planetary gear mechanisms PG1 to PG3 in the split high speed mode will be described in detail based on the velocity diagram shown in FIG.

  In the split high speed mode, as shown by a straight line L1 in FIG. 14, the first planetary gear mechanism PG1 rotates integrally with the input shaft I (engine E) by the ring gear r1 that is intermediate in the order of rotational speed. The rotational driving force of the input shaft I transmitted to r1 is distributed in the order of rotational speed to the sun gear s1 at one end and the carrier ca1 at the other end. The rotational driving force distributed to the sun gear s1 is transmitted to the first motor / generator MG1 and is also transmitted to the output shaft O via the second planetary gear mechanism PG2. The rotational driving force distributed to the carrier ca1 is transmitted to the second motor / generator MG2. At this time, the engine E outputs a rotational driving force (engine torque TE) in the positive direction while being controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally along optimal fuel consumption characteristics). The force is transmitted to the ring gear r1 via the input shaft I.

  Further, the first motor / generator MG1 outputs a rotational driving force (MG1 torque T1) in the positive direction, whereby the sun gear s1 of the first planetary gear mechanism PG1 is output to the output shaft O via the second planetary gear mechanism PG2. Assist the rotational driving force of the input shaft I (engine E) transmitted. At this time, as shown by a straight line L2 in FIG. 14, the second planetary gear mechanism PG2 has the first motor / generator MG1 and the sun gear s1 of the first planetary gear mechanism PG1 on the carrier ca2, which is one end in order of rotational speed. A sun gear s2 connected to the other end is fixed to the case Dc. For this reason, the rotational speed of the carrier ca2 is decelerated and transmitted to the output shaft O connected to the ring gear r2 that is intermediate in the order of the rotational speed. Therefore, the second planetary gear mechanism PG2 amplifies and outputs the rotational driving force of the input shaft I and the rotational driving force of the first motor / generator MG1 transmitted from the sun gear s1 of the first planetary gear mechanism PG1 to the carrier ca2. Transmit to axis O. In this split high-speed mode, the first motor / generator MG1 is in a state of generating a rotational driving force in the positive direction while rotating forward (rotation speed is positive), and functions as a motor to power.

  On the other hand, the second motor / generator MG2 outputs a negative rotational driving force (MG2 torque T2), thereby generating a reaction force of the rotational driving force of the input shaft I (engine E) as a carrier of the first planetary gear mechanism PG1. It transmits to ca1. Therefore, in this split high speed mode, the rotational driving force of the second motor / generator MG2 that rotates integrally with the carrier ca1 of the first planetary gear mechanism PG1 becomes the reaction force of the rotational driving force of the input shaft I as it is. At this time, the second motor / generator MG2 is in a state of generating a rotational driving force in the negative direction while rotating forward (rotation speed is positive), and functions as a generator to generate electric power. Thus, in the split low speed mode and the split high speed mode, the motor / generators MG1 and MG2 that receive the reaction force of the rotational driving force of the input shaft I (engine E) alternate.

In the split high speed mode, the torque conversion ratio when the rotational driving force of the input shaft I is transmitted to the output shaft O is as follows. That is, as shown in the lower part of FIG. 14, the gear ratio of the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 (= [number of teeth of the sun gear] / [number of teeth of the ring gear]) is λ1, λ2 (λ1 < In the case of 1, λ2 <1), assuming that the torque of the input shaft I transmitted to the output shaft O is TO, the torque TO is obtained by the following equation (3), as in the second embodiment.
TO = TE × λ1 / (1-λ2) (3)
Therefore, for example, when λ1 = 0.3 and λ2 = 0.4, TO = 0.5TE. That is, in this case, the torque conversion ratio (= [torque of the output shaft O] / [torque of the input shaft I]) in the split high speed mode is 0.5, and the torque TE of the input shaft I is multiplied by 0.5. Is transmitted to the output shaft O. Further, the MG1 torque T1 output from the first motor / generator MG1 is also amplified and transmitted to the output shaft O by 1 / (1-λ2) times by the second planetary gear mechanism PG2, as described above.

  As described above, the split high speed mode is a mode in which the rotational driving force of the input shaft I (engine E), that is, the engine torque TE is reduced and transmitted to the output shaft O. Thus, since the rotational speed of the engine E can be kept low, the high speed mode is used in a state where the vehicle speed is relatively high. Specifically, in the split high speed mode, the rotation speed of the output shaft O gradually increases and the rotation speed of the first motor / generator MG1 decreases and the rotation speed of the sun gear s2 of the second planetary gear unit PG2 is decreased in the split low speed mode. Since the rotation speed of the output shaft O is further increased and the rotation speed of the second motor / generator MG2 is decreased from the state in which the motor is switched to the split high speed mode with zero, the rotation of the ring gear r3 of the third planetary gear mechanism PG3 The speed is used until the speed becomes equal to the rotational speed of the carrier ca2 of the second planetary gear mechanism PG. That is, in the split high speed mode, when the rotational speed of the engine E is constant, the rotational speed of the output shaft O is increased by increasing the rotational speed of the first motor / generator MG1 after switching from the split low speed mode. Let At this time, the rotational speed of the second motor / generator MG2 as a reaction force receiver is lowered. Then, the rotational speed of the ring gear r3 of the third planetary gear mechanism PG3 coincides with the rotational speed of the carrier ca2 of the second planetary gear mechanism PG, and as shown in FIG. When PG3 becomes the same straight line, the control device ECU engages the clutch C1 while keeping the second brake B2 engaged. As a result, the split high-speed mode is switched to the parallel acceleration mode described later. This mode switching is a synchronous switching in which the engaging members on both sides of the clutch C1 engaged at this time are engaged in the same state. Here, one of the engaging members on both sides of the clutch C1 is a carrier ca2 of the second planetary gear mechanism PG2 which is an input side rotating member of the clutch C1, and the other of the engaging members is an output side rotating member of the clutch C1. This is the ring gear r3 of the third planetary gear mechanism PG3. The controller ECU basically sets the first motor / generator MG1 and the second motor / generator MG2 to not output the rotational driving force after switching from the split high-speed mode to the parallel acceleration mode.

3-5. Parallel acceleration mode In the parallel acceleration mode, the rotation speed of the output shaft O, the first motor / generator MG1, and the second motor / generator MG2 is determined in proportion to the rotation speed of the input shaft I. In this mode, the speed is increased and transmitted to the output shaft O. In this parallel acceleration mode, the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 are in an integrated operation state, and as shown in FIG. The lines representing the planetary gear mechanisms PG1 to PG3 are the same straight line. As described above, since all the planetary gear mechanisms PG1 to PG3 operate integrally, in the parallel acceleration mode, one or both of the first motor / generator MG1 and the second motor / generator MG2 are operated. Instead, it is possible to travel by transmitting the rotational driving force of the input shaft I (engine E) to the output shaft O. At this time, since the rotational speed of the input shaft I (engine E) is increased and transmitted to the output shaft O, the rotational speed of the engine E can be kept low. In order to realize such a configuration, as shown in FIG. 12, the parallel acceleration mode (OD) is realized by engaging two of the clutch C1 and the second brake B2. That is, when the clutch C1 is engaged, the sun gear s1 of the first planetary gear mechanism PG1, the first motor generator MG1, the carrier ca2 of the second planetary gear mechanism PG2, and the ring gear of the third planetary gear mechanism PG3. r3 is connected to rotate integrally, and the second brake B2 is engaged, whereby the sun gear s2 of the second planetary gear mechanism PG2 is fixed to the case Dc. Hereinafter, the operations and functions of the planetary gear mechanisms PG1 to PG3 in the parallel acceleration mode will be described in detail based on the velocity diagram shown in FIG.

  In the parallel acceleration mode, each of the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 on the velocity diagram is shown as straight lines L1, L2, and L3 in FIG. The line to represent becomes the same straight line, and all the planetary gear mechanisms PG1-PG3 which comprise the planetary gear apparatus PG will be in the state which operate | moves integrally. In the parallel acceleration mode, the planetary gear device PG has a total of five rotating elements. Further, the five rotating elements of the planetary gear device PG are rotated by the carrier ca1, the sun gear s3, and the second brake B2, which are rotating elements integrally rotating with the second motor / generator MG2, in the order of the rotation speed from the left side in FIG. A sun gear s2 that is a rotating element fixed to the case Dc, a ring gear r1 that is a rotating element that rotates integrally with the input shaft I, a ring gear r2 that is a rotating element that rotates together with the output shaft O, a carrier ca3, and a first motor / generator MG1. And a sun gear s1, a carrier ca2, and a ring gear r3, which are rotating elements that rotate integrally with each other. As described above, the sun gear s2 that is one rotating element is fixed to the case Dc in a state in which the entire planetary gear device PG is integrally operated, so that the rotational speed of the input shaft I (engine E) is increased. Thus, the rotational speeds of the output shaft O, the first motor / generator MG1, and the second motor / generator MG2 are determined. Further, in the order of the rotation speed, the rotation element connected to the input shaft I is provided between the rotation element (s2) fixed to the case Dc and the rotation element connected to the output shaft O. The rotational speed of the input shaft I (engine E) is increased and transmitted to the output shaft O.

  At this time, the engine E is controlled to output an appropriate rotational speed and rotational driving force (engine torque TE) according to the vehicle speed and the required driving force. The first motor / generator MG1 and the second motor / generator MG2 basically rotate at a rotational speed determined according to the rotational speed of the input shaft I (engine E), but do not output rotational driving force. Controlled. That is, in this parallel acceleration mode, the first motor / generator MG1 and the second motor / generator MG2 basically do not function as either a motor or a generator, and do not perform power running or power generation. However, when the rotational driving force of the engine E is insufficient with respect to the required driving force, it is possible to power one or both of the first motor / generator MG1 and the second motor / generator MG2 as a motor. . Further, when the amount of charge of the battery 11 is insufficient, it is possible to generate power using one or both of the first motor / generator MG1 and the second motor / generator MG2. Alternatively, one of the first motor / generator MG1 and the second motor / generator MG2 can be used as a generator, and the other can be used as a motor by using the power obtained by the power generation.

  As described above, in the parallel acceleration mode, all the planetary gear mechanisms PG1 to PG3 constituting the planetary gear device PG operate integrally, so that the output shaft is proportional to the rotational speed of the input shaft I. O, the rotation speed of the first motor / generator MG1 and the second motor / generator MG2 is determined, and the rotation speed of the input shaft I (engine E) is increased and transmitted to the output shaft O. is there. Therefore, this parallel acceleration mode is a mode more suitable for the high-speed region than the split high-speed mode, which is used in a state where the vehicle speed is high, the required driving force is small, and the change is small. That is, in this parallel acceleration mode, the first motor / generator MG1 and the second motor / generator MG2 can be operated by transmitting the rotational driving force of the input shaft I (engine E) to the output shaft O without operating. it can. Therefore, energy loss due to the operations of the first motor / generator MG1 and the second motor / generator MG2 can be suppressed in a situation where the change in the required driving force is small. At this time, since the rotational speed of the input shaft I (engine E) is increased and transmitted to the output shaft O, the engine torque TE transmitted to the output shaft O decreases, but the rotational speed of the engine E decreases. It becomes possible to suppress. Therefore, the engine can be operated with high efficiency. In this parallel acceleration mode, the rotation speed of the output shaft O increases and the rotation speed of the second motor / generator MG2 decreases while the rotation speed of the ring gear r3 of the third planetary gear mechanism PG3 becomes the second planetary speed mode. It is used in a region where the rotational speed of the output shaft O is higher than the state in which the gear mechanism PG is switched to the parallel acceleration mode in accordance with the rotational speed of the carrier ca2.

4). Other Embodiments (1) In each of the above-described embodiments, the configuration in which the hybrid drive device H is provided so as to be able to switch between the three operation modes of the split low speed mode, the split high speed mode, and the parallel speed increase mode has been described. However, the embodiment of the present invention is not limited to this, and it is also preferable to have a configuration in which other modes can be switched in addition to the three modes.

(2) In each of the above embodiments, the case where the planetary gear device PG is configured by combining the first to third planetary gear mechanisms PG1 to PG3 has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, it is also one preferred embodiment of the present invention that the planetary gear device PG is configured by combining four or more planetary gear mechanisms.

(3) In each of the above-described embodiments, the configuration has been described in which the motor generators MG1 and MG2 that receive the reaction force of the rotational driving force of the input shaft I (engine E) are switched between the split low speed mode and the split high speed mode. . However, the embodiment of the present invention is not limited to this, and any one of the first motor / generator MG1 and the second motor / generator MG2 is used in both the split low speed mode and the split high speed mode. It is one of the preferred embodiments of the present invention to be configured to receive a reaction force of the rotational driving force of the engine E).

(4) In addition, the planetary gear device PG described in the above embodiments, the configurations of the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3, and each of these. The arrangement configuration of the frictional engagement element with respect to the rotating element is merely an example, and all configurations that can realize the configuration of the present invention by configurations other than those described above are included in the scope of application of the present invention.

  The present invention can be suitably used for a hybrid vehicle including an engine and two rotating electric machines as driving force sources.

Skeleton diagram of hybrid drive device according to first embodiment of the present invention The schematic diagram which shows the system configuration | structure of the hybrid drive device which concerns on 1st embodiment. The figure which shows the action | operation table | surface which concerns on 1st embodiment. Speed diagram in split low speed mode according to the first embodiment Speed diagram in split high-speed mode according to the first embodiment Speed diagram in parallel acceleration mode according to the first embodiment Skeleton diagram of hybrid drive device according to second embodiment of the present invention Speed diagram in split low-speed mode according to the second embodiment Speed diagram in split high-speed mode according to the second embodiment Speed diagram in parallel acceleration mode according to the second embodiment Skeleton diagram of hybrid drive device according to third embodiment of the present invention The figure which shows the action | operation table | surface which concerns on 3rd embodiment. Speed diagram in split low speed mode according to the third embodiment Velocity diagram in split high-speed mode according to the third embodiment Speed diagram in parallel acceleration mode according to the third embodiment

Explanation of symbols

H: Hybrid drive device E: Engine I: Input shaft (input member)
O: Output shaft (output member)
MG1: First motor / generator (first rotating electrical machine)
MG2: Second motor / generator (second rotating electrical machine)
PG: planetary gear device PG1: first planetary gear mechanism PG2: second planetary gear mechanism PG3: third planetary gear mechanism r3: ring gear (selective fixed rotation element)
e1: First rotating element e2: Second rotating element e3: Third rotating element C1: First clutch (clutch)
C2: Second clutch B1: Brake (first brake)
B2: Second brake Dc: Case (non-rotating member)
W: Wheel

Claims (13)

An input member connected to the engine; an output member connected to a wheel; a first rotating electrical machine; a second rotating electrical machine; and at least four rotating elements, wherein the input member, the output member, the first A rotating electric machine, and a planetary gear device in which the second rotating electric machine is connected to different rotating elements, respectively,
The rotational driving force of the input member is distributed to a rotating element connected to the first rotating electrical machine and a rotating element connected to the second rotating electrical machine, and any one of the first rotating electrical machine and the second rotating electrical machine One of the two modes is a reaction force reception of the rotational driving force of the input member, and the split first mode has different torque conversion ratios when the rotational driving force of the input member is transmitted to the output member. And split second mode can be switched,
The rotational speeds of the output member, the first rotating electrical machine, and the second rotating electrical machine are determined in proportion to the rotational speed of the input member, and the rotational speed of the input member is increased and transmitted to the output member. A hybrid drive device that can switch between parallel acceleration modes.   2. The hybrid drive device according to claim 1, wherein a rotating electrical machine serving as the reaction force receiver of one of the first rotating electrical machine and the second rotating electrical machine alternates between the split first mode and the split second mode. .   Friction engaging means that engages when switching between the split first mode and the split second mode and when switching between the split second mode and the parallel acceleration mode. The hybrid drive device according to claim 1, wherein the synchronous switching is performed so that the engaging members on both sides of the member are engaged with each other with the same rotational speed.   The hybrid according to any one of claims 1 to 3, wherein the planetary gear device includes a plurality of friction engagement elements, and the parallel acceleration mode is realized in an engagement state of at least two friction engagement elements. Drive device. The planetary gear device is configured by combining a first planetary gear mechanism, a second planetary gear mechanism, and a third planetary gear mechanism each having three rotating elements,
The input member is connected to one rotating element of the first planetary gear mechanism, and the output member is connected to one rotating element of the third planetary gear mechanism;
5. The hybrid according to claim 1, wherein the first rotating electrical machine serves as the reaction force receiver in the split first mode, and the second rotating electrical machine serves as the reaction force receiver in the split second mode. Drive device.   In the split first mode and the split second mode, at least the first planetary gear mechanism is connected to the rotating element connected to the first rotating electric machine and the rotating element connected to the second rotating electric machine. The hybrid drive device according to claim 5, which functions as a drive force distribution mechanism that distributes the rotational drive force.   The hybrid drive device according to claim 5 or 6, wherein, in the split first mode, the third planetary gear mechanism reduces the rotational speed of a rotating element connected to the second rotating electrical machine and transmits the reduced speed to the output member. . The first rotating electrical machine is connected to one rotating element of the second planetary gear mechanism;
The said 1st planetary gear mechanism reduces the rotational speed of a said 1st rotary electric machine, and transmits it to a said 1st planetary gear mechanism in the said split 1st mode and the said split 2nd mode. The hybrid drive device according to one item.   In the split second mode, the first rotating electrical machine is connected to one rotating element of the second planetary gear mechanism, and the second planetary gear mechanism reduces the rotational speed of the first rotating electrical machine and outputs the output. The hybrid drive apparatus according to any one of claims 5 to 7, wherein the hybrid drive apparatus is transmitted to a member.   One rotating element of the third planetary gear mechanism is a selectively fixed rotating element that is selectively fixed to a non-rotating member by a brake, and the rotating element connected to the selected fixed rotating element and the first rotating electrical machine The hybrid drive device according to any one of claims 5 to 9, further comprising a clutch that selectively connects the two. An input member connected to the engine, an output member connected to the wheel, a first rotating electrical machine, a second rotating electrical machine, a first planetary gear mechanism, a second planetary gear mechanism, and a third planetary gear mechanism; A hybrid drive device comprising:
Each of the first planetary gear mechanism, the second planetary gear mechanism, and the third planetary gear mechanism includes three rotation elements of a first rotation element, a second rotation element, and a third rotation element in order of rotation speed. ,
The first planetary gear mechanism has a first rotating element connected to the first rotating element of the second rotating electrical machine and the third planetary gear mechanism, a second rotating element connected to the input member, and a third rotating element. Is connected to the second rotating element of the second planetary gear mechanism,
In the second planetary gear mechanism, the first rotating element is fixed to the non-rotating member, the third rotating element is connected to the first rotating electrical machine,
In the third planetary gear mechanism, the second rotating element is connected to the output member, the third rotating element is selectively fixed to the non-rotating member by a brake,
The second rotating element of the first planetary gear mechanism, the second rotating element of the second planetary gear mechanism, and the second rotating element of the third planetary gear mechanism are selectively connected by a first clutch, A hybrid drive device in which a third rotating element of a planetary gear mechanism and a third rotating element of the third planetary gear mechanism are selectively connected by a second clutch. An input member connected to the engine, an output member connected to the wheel, a first rotating electrical machine, a second rotating electrical machine, a first planetary gear mechanism, a second planetary gear mechanism, and a third planetary gear mechanism; A hybrid drive device comprising:
Each of the first planetary gear mechanism, the second planetary gear mechanism, and the third planetary gear mechanism includes three rotation elements of a first rotation element, a second rotation element, and a third rotation element in order of rotation speed. ,
The first planetary gear mechanism has a first rotating element connected to the first rotating element of the second rotating electrical machine and the third planetary gear mechanism, a second rotating element connected to the input member, and a third rotating element. Is connected to the first rotating electrical machine,
In the second planetary gear mechanism, the first rotating element is fixed to the non-rotating member, the second rotating element is connected to the second rotating element of the third planetary gear mechanism,
In the third planetary gear mechanism, the second rotating element is connected to the output member, the third rotating element is selectively fixed to the non-rotating member by a brake,
The third rotating element of the first planetary gear mechanism and the third rotating element of the second planetary gear mechanism are selectively connected by a first clutch, and the third rotating element of the second planetary gear mechanism and the third rotating element are A hybrid drive device in which a third rotating element of a planetary gear mechanism is selectively connected by a second clutch. An input member connected to the engine, an output member connected to the wheel, a first rotating electrical machine, a second rotating electrical machine, a first planetary gear mechanism, a second planetary gear mechanism, and a third planetary gear mechanism; A hybrid drive device comprising:
Each of the first planetary gear mechanism, the second planetary gear mechanism, and the third planetary gear mechanism includes three rotation elements of a first rotation element, a second rotation element, and a third rotation element in order of rotation speed. ,
The first planetary gear mechanism has a first rotating element connected to the first rotating element of the second rotating electrical machine and the third planetary gear mechanism, a second rotating element connected to the input member, and a third rotating element. Is connected to the third rotating element of the first rotating electrical machine and the second planetary gear mechanism,
In the second planetary gear mechanism, the first rotating element is selectively fixed to the non-rotating member by the second brake, the second rotating element is connected to the second rotating element of the third planetary gear mechanism,
In the third planetary gear mechanism, the second rotating element is connected to the output member, the third rotating element is selectively fixed to the non-rotating member by the first brake,
A hybrid drive device in which a third rotating element of the first planetary gear mechanism, a third rotating element of the second planetary gear mechanism, and a third rotating element of the third planetary gear mechanism are selectively connected by a clutch.

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