JP4779935B2 - Hybrid drive unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid drive system that allows the setting of a plurality of operation modes while facilitating its miniaturization. <P>SOLUTION: The hybrid drive system is composed so that an internal combustion engine 1 and a generator 2 are connected to a power distribution mechanism 4, an output element of the power distribution mechanism is connected to a composite planetary gear mechanism 6, and a motor 3 and an output shaft 5 are connected to the composite planetary gear mechanism 6. The power distribution mechanism 4 is composed so that the generator 2, the internal combustion engine 1, the output element are arrayed in that order on a collinear figure. The composite planetary gear mechanism 6 is composed so that a first brake mechanism B1, the output shaft 5, the output element in the power distribution mechanism 4, and the motor 3 are arrayed in that order on a collinear figure. The hybrid drive system is provided with a first clutch mechanism C1 that selectively connects between a rotation element connected with the generator 2 in the power distribution mechanism 4 and a rotation element selectively fixed by the first brake mechanism B1 in the composite planetary gear mechanism 6. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention relates to a hybrid drive device including a plurality of types of power devices as a power source for running a vehicle, and in particular, an internal combustion engine and a generator such as a motor / generator are connected to a power distribution mechanism including a planetary gear mechanism. The output element and another electric motor such as a motor / generator are coupled to a compound planetary gear mechanism having a combination of a plurality of planetary gear mechanisms, and output power from the compound planetary gear mechanism to the output member. It is related with the comprised hybrid drive device.

  Conventionally, in addition to a hybrid drive device for a vehicle configured by simply combining an internal combustion engine and another power device such as an electric motor, the internal combustion engine is controlled at an optimum fuel consumption by controlling the rotational speed of the internal combustion engine using a generator. 2. Description of the Related Art A hybrid drive device that is configured to improve the overall fuel consumption of a vehicle by driving is known. This is configured to connect the internal combustion engine and the generator via a differential mechanism, thereby causing the generator to function as a reaction force means, and to control the rotational speed of the internal combustion engine according to the rotational speed. Yes. The electric power generated by the generator is supplied to the electric motor, and the power output from the electric motor is output from the output member together with the power from the internal combustion engine.

  One example thereof is described in Patent Document 1. The device described in this Patent Document 1 constitutes a power distribution mechanism by a single pinion type planetary gear mechanism or a double pinion type planetary gear mechanism, connects an engine to its input element, and functions as a generator for a reaction force element. The motor / generator is connected, and another motor / generator functioning as an electric motor is connected to the output element. The output element is connected to the output member via a speed reduction mechanism such as a planetary gear mechanism. Therefore, the apparatus described in Patent Document 1 combines the torque mechanically transmitted to the output element and the torque transmitted via the generator and the motor, and amplifies the torque by a reduction mechanism. And it is comprised so that it may output from an output member.

  In Patent Document 2, the output element of the power distribution mechanism that connects the engine and the generator is connected to the output member via the clutch, and the parallel hybrid drive is performed when the clutch is engaged. In a state in which the clutch is disengaged and the power distribution mechanism and the output member are disconnected, the device is configured to drive a series hybrid that generates power with the power of the engine and drives the motor with that power to travel Is described.

  Further, in Cited Document 3, a motor / generator functioning as an electric motor is connected to an output element of a power distribution mechanism connecting an engine and a generator, and torque output from the power distribution mechanism and output from the electric motor. An apparatus is described that is configured to output torque, which is combined with torque, to an output member from a transmission mechanism capable of setting a plurality of transmission ratios. The apparatus described in Patent Document 3 is further configured to set a plurality of operation modes by selectively connecting predetermined elements of the power distribution mechanism and the speed change mechanism.

JP 2005-170227 A JP 2000-209706 A JP 2005-1112019 A

  The configuration described in Patent Document 1 supplies electric power generated by a motor / generator coupled to a power distribution mechanism to a motor / generator coupled to an output element of the power distribution mechanism. The power output from the generator is applied to the output element. Then, the combined power is transmitted to a transmission mechanism including a planetary gear mechanism, and torque increased or decreased according to the transmission ratio is output to an output member.

  Therefore, the connection relationship between the motor / generator functioning as an electric motor and the output element is fixed, and the power transmission state between the two is constant. In such a configuration, when the gear ratio of the power distribution mechanism or the transmission mechanism (ratio of the number of teeth of the sun gear to the number of teeth of the ring gear in the planetary gear mechanism) is set so as to increase the reduction ratio of the transmission mechanism on the output member side. The required torque of the motor / generator functioning as a generator increases. On the other hand, when the gear ratio is set so as to reduce the required torque of the motor / generator functioning as a generator, the reduction ratio of the speed change mechanism must be reduced, and as a result, it functions as an electric motor. The required torque of the motor / generator increases.

  As described above, in the configuration described in Patent Document 1, one of the motor / generators is increased in size, and accordingly, the rate of power transmission accompanied by power conversion increases, and the load on the electric system increases. Problems such as a decrease in durability, an increase in size of the apparatus, and an increase in power loss may occur. Further, the ratio of the torque transmitted from the motor / generator functioning as an electric motor to the output member is small with respect to the so-called direct torque transmitted mechanically from the engine to the output member without power conversion. For this reason, there is a possibility that the driving force when the vehicle travels backward while generating power with the power of the engine or the driving force when the engine is started while the motor is traveling (EV traveling) may be reduced.

  In the configuration described in Patent Document 2, since the torque of the motor cannot be amplified and transmitted to the output member, it is difficult to perform an efficient operation according to the vehicle speed and load. In the configuration described in No. 3, similarly to the configuration described in Patent Document 1 described above, a motor / generator functioning as an electric motor is directly connected to an output element in the power distribution mechanism.

  The present invention has been made by paying attention to the above technical problem, and provides a hybrid drive device that can improve power transmission efficiency and can be reduced in size without impairing drive force when mounted on a vehicle. It is intended to provide.

  In order to achieve the above-mentioned goal, the invention of claim 1 is characterized in that an internal combustion engine and a generator are coupled to a planetary gear mechanism that performs a differential action with three rotating elements, and an output element in the planetary gear mechanism includes: The electric motor is connected to a compound planetary gear mechanism configured by combining a plurality of planetary gear mechanisms, and a first brake mechanism for selectively fixing any rotating element in the compound planetary gear mechanism is provided. In the hybrid drive device configured to output power to the output member from another rotating element in the compound planetary gear mechanism, the planetary gear mechanism includes a rotating element to which the generator is connected on the alignment chart, An internal combustion engine is configured to be arranged in order of a rotating element to which the internal combustion engine is connected and the output element, and the compound planetary gear mechanism is arranged on the nomographic chart by the first brake mechanism. The rotating element is selectively arranged, the rotating element connected to the output member, the rotating element connected to the output element in the planetary gear mechanism, and the rotating element connected to the electric motor are arranged in this order. A first clutch mechanism that selectively connects a rotating element to which the generator is connected in the planetary gear mechanism and a rotating element that is selectively fixed by the first brake mechanism in the compound planetary gear mechanism. It is characterized by that.

  According to a second aspect of the present invention, in the first aspect of the invention, a first mode setting means for setting an input split mode for engaging the first brake mechanism and releasing the first clutch mechanism, and the first brake mechanism And a second mode setting means for setting a composite split mode for engaging the first clutch mechanism, and the first brake mechanism and the first mode when the rotational speed of the generator is equal to or lower than a predetermined rotational speed close to a stop. The hybrid drive device further includes synchronization switching control means for switching an engagement / release state with the clutch mechanism to change an operation mode.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, the generator, the electric motor, the planetary gear mechanism, and the compound planetary gear mechanism are arranged on the rotation center axis of the internal combustion engine, and the planetary gear mechanism. And a compound planetary gear mechanism is disposed on the opposite side of the internal combustion engine with the electric motor interposed therebetween, and the first clutch mechanism and the first brake mechanism are disposed between the generator and the electric motor. This is a featured hybrid drive device.

  According to a fourth aspect of the present invention, in the invention of the third aspect, the planetary gear mechanism includes a carrier coupled to the internal combustion engine, a sun gear coupled to the generator, and a ring gear serving as the output element. The compound planetary gear mechanism is composed of a single pinion planetary gear mechanism and a double pinion planetary gear mechanism in which sun gears and carriers are connected to each other. A ring gear of the planetary gear mechanism is coupled; the output member is coupled to a ring gear of a double pinion type planetary gear mechanism; and the electric motor is coupled to a ring gear of a single pinion type planetary gear mechanism in a compound planetary gear mechanism; One clutch mechanism includes a sun gear of the planetary gear mechanism and the compound planetary gear mechanism. The hybrid drive device is configured to selectively connect with a sun gear, and the first brake mechanism is configured to selectively fix a sun gear of the compound planetary gear mechanism. .

  According to a fifth aspect of the present invention, in the first or second aspect of the invention, the generator, the electric motor, the planetary gear mechanism, and the compound planetary gear mechanism are arranged on the rotation center axis of the internal combustion engine, and the planetary gear mechanism. Is disposed between the generator and the motor, and the compound planetary gear mechanism, the first clutch mechanism, and the first brake mechanism are disposed on the opposite side of the internal combustion engine and the generator with the motor interposed therebetween. This is a hybrid drive device.

  The invention of claim 6 is the invention of claim 5, wherein the planetary gear mechanism is constituted by a double pinion type planetary gear mechanism, the internal combustion engine is connected to a ring gear, and the generator is connected to a carrier. Further, the sun gear is used as the output element, and the compound planetary gear mechanism includes a single pinion type planetary gear mechanism and a double pinion type planetary gear mechanism in which a sun gear and a carrier are connected to each other, and the single pinion type planetary gear mechanism. A carrier of the gear mechanism and a sun gear of the double pinion type planetary gear mechanism are connected to a sun gear which is an output element of the planetary gear mechanism, and the electric motor is connected to a ring gear of the single pinion type planetary gear mechanism. The output member is coupled to a ring gear of a gear mechanism, The clutch mechanism is configured to selectively connect the carrier of the planetary gear mechanism and the carrier of the double pinion type planetary gear mechanism or the sun gear of the single pinion type planetary gear mechanism in the compound planetary gear mechanism, and the first gear mechanism. The brake mechanism is a hybrid drive device configured to selectively fix a sun gear of a single pinion type planetary gear mechanism or a carrier of a double pinion type planetary gear mechanism in the compound planetary gear mechanism.

  According to a seventh aspect of the present invention, in any of the first to sixth aspects of the invention, any one of the rotating elements in the compound planetary gear mechanism is selectively arranged so that the entire compound planetary gear mechanism rotates as a whole. The hybrid drive device further includes a second clutch mechanism coupled to the motor.

  According to an eighth aspect of the present invention, in the seventh aspect of the present invention, a third mode setting for setting a second input split mode for engaging the second clutch mechanism and releasing the first clutch mechanism and the second brake mechanism. And an operation mode in which the first clutch mechanism is engaged and the first brake mechanism and the second clutch mechanism are disengaged in a state in which the entire complex planetary gear mechanism is rotating integrally. The hybrid drive device further includes second synchronization switching control means for switching between the two-input split mode.

  According to a ninth aspect of the present invention, in any one of the first to sixth aspects, the rotary element connected to the output element of the planetary gear mechanism is selectively braked among the rotary elements of the compound planetary gear mechanism. The hybrid drive device further includes a two-brake mechanism.

  According to a tenth aspect of the present invention, in the seventh aspect, the first clutch mechanism is engaged, the first brake is released, and a parallel mode for performing the braking by the second brake mechanism is set. An operation for engaging the first clutch mechanism and releasing the first brake mechanism and the second brake mechanism when the rotation speed of the four-mode setting means and the second brake mechanism is equal to or less than a predetermined rotation speed close to a stop. The hybrid drive apparatus further comprises a third synchronization switching control means for switching between the mode and the parallel mode.

  According to the first aspect of the present invention, it is possible to set at least two operation modes: an operation mode in which the first brake mechanism is engaged, and an operation mode in which the first clutch mechanism is engaged. In the operation mode in which the first brake mechanism is engaged, the torque transmitted from the internal combustion engine to the compound planetary gear mechanism via the power distribution mechanism is amplified according to the reduction ratio of the compound planetary gear mechanism and is output to the output member. At the same time, the torque output from the motor can be amplified by the compound planetary gear mechanism and transmitted to the output member, and the reduction ratio with respect to the output torque of the motor can be increased. As a result, a large driving force can be obtained at a low vehicle speed without increasing the torque required for each of the generator and the motor (necessary torque). Therefore, according to the invention of claim 1, the power transmission efficiency is improved by suppressing the increase in the size of the generator and the motor, the increase in the load of the electric system, and the increase in the power loss, and the overall configuration of the apparatus Can be miniaturized.

  According to the invention of claim 2, when the first brake mechanism is engaged or released and simultaneously the first clutch mechanism is released or engaged to switch the operation mode, the generator stops or is close to stopping. Since the operation mode is switched while rotating at a low rotational speed, there is almost no change in rotational speed and inertia torque resulting from the switching of the engagement / release state of the first brake mechanism or the first clutch mechanism. . Therefore, it is possible to smoothly switch the operation mode without any shock or step difference in driving torque.

  According to the invention of claim 3 or 4, the planetary gear mechanism and the compound planetary gear mechanism constituting the power distribution mechanism, and the first brake mechanism and the first clutch mechanism are grouped together with the generator and the motor as a boundary. Therefore, the space is effectively used, and as a result, the device can be easily mounted on the vehicle.

  According to the invention of claim 5 or 6, while the generator or the motor has a coil or a terminal block portion protruding in the axial direction, the planetary gear mechanism or the compound planetary gear mechanism includes the generator And the outer diameter is relatively smaller than that of the electric motor, and the planetary gear mechanism and the compound planetary gear mechanism are arranged between the generator and the electric motor and on the inner peripheral side thereof. For this reason, constituent members such as a generator and a planetary gear mechanism are arranged at least in the axial direction, the axial length can be shortened, and vehicle mountability can be improved.

  According to the seventh aspect of the present invention, by engaging the second clutch mechanism, the entire compound planetary gear mechanism rotates as a whole, and relative rotation of the gears constituting the compound planetary gear mechanism does not occur. . Therefore, it is possible to reduce power loss due to meshing of gears and improve power transmission efficiency. Further, in the operation mode in which the second clutch mechanism is engaged, the rate of power transmission accompanied by power conversion is reduced, so that power loss due to power conversion can be reduced and overall power transmission efficiency can be improved. it can. Furthermore, since only the second clutch mechanism is required as a member to be additionally installed, it is possible to prevent or suppress the enlargement of the apparatus.

  According to the eighth aspect of the present invention, when the operation mode is switched by engaging or releasing the second clutch mechanism, the change in the rotational speed accompanying the switching of the engagement / release state of the second clutch mechanism and the inertia resulting therefrom. Since almost no torque is generated, it is possible to smoothly switch between operation modes without any shock or step difference in driving torque.

  According to the invention of claim 9, the planetary gear mechanism constituting the power distribution mechanism can function as a speed increasing mechanism to amplify the output rotation speed of the internal combustion engine and output it to the compound planetary gear mechanism. The composite planetary gear mechanism can function as a speed reduction mechanism to amplify the input torque and output it to the output member. That is, the power of the internal combustion engine can be transmitted to the output member by mechanical transmission by the planetary gear mechanism and the compound planetary gear mechanism, and as a result, power transmission accompanied by power conversion and power loss resulting therefrom can be avoided or suppressed. , Fuel economy can be improved.

  According to the invention of claim 10, when the operation mode is switched by engaging or releasing the second brake mechanism, when the rotation speed of the second brake mechanism is zero or a low rotation speed close to zero. Since the switching is performed, there is almost no change in the rotational speed and the inertia torque resulting from the switching of the engagement / release state of the second brake mechanism. Therefore, the operation mode can be switched smoothly without causing a shock or a difference in driving torque.

  Next, the present invention will be described based on specific examples. FIG. 1 is a diagram showing a specific example of the present invention. In this specific example, a motor (engine: ENG) 1 and two motor generators (MG1, MG2) 2, 3 as generators or motors are shown. Are provided as a power unit. The prime mover 1 is an internal combustion engine, and is a power device that outputs power by burning fuel such as a gasoline engine, a diesel engine, or a natural gas engine. Preferably, the internal combustion engine can electrically control a load such as a throttle opening, and can set an optimum operating point with the best fuel consumption by controlling the rotational speed with respect to a predetermined load. In the following description, the prime mover 1 is referred to as the engine 1.

  The engine 1 is connected to a power distribution mechanism 4. The power distribution mechanism 4 is a mechanism for distributing the power output from the engine 1 to the first motor / generator 2 and the output side, and is constituted by a planetary gear mechanism that performs a differential action with three rotating elements. Yes. Specifically, the power distribution mechanism 4 can be configured using a single pinion planetary gear mechanism or a double pinion planetary gear mechanism. In the example shown in FIG. 1, the carrier Cs is the input element and the sun gear Ss is It is constituted by a single pinion type planetary gear mechanism using a force element and a ring gear Rs as an output element. That is, on the outer peripheral side of the sun gear Ss that is an external gear, a ring gear Rs that is an internal gear is disposed concentrically with the sun gear Ss, and the pinion gear that meshes with the sun gear Ss and the ring gear Rs is provided by the carrier Cs. It is held freely and revolving. An output member such as a crankshaft of the engine 1 is connected to the carrier Cs. Needless to say, a power transmission mechanism such as a starting clutch or a torque converter (a torque converter with a lock-up clutch) may be appropriately provided between the engine 1 and the carrier Cs.

  A first motor / generator (MG1) 2 corresponding to the generator in the present invention is connected to the sun gear Ss of the power distribution mechanism 4. As an example, the first motor / generator 2 is configured by a synchronous motor including a permanent magnet in a rotor, and is configured to function as a generator and an electric motor. The rotor is connected to the sun gear Ss, and the stator is fixed to a casing (not shown) or the like. The ring gear Rs is an output element.

  The first motor / generator 2, the second motor / generator 3, and the power distribution mechanism 4 are arranged on the rotation center axis of the engine 1 in the order given here from the engine 1 side. That is, the second motor / generator 3 is disposed on the opposite side of the engine 1 with the first motor / generator 2 in between, and further on the opposite side of the first motor / generator 2 with the second motor / generator 3 in between. A power distribution mechanism 4 is arranged. Between the second motor / generator 3 and the power distribution mechanism 4, a compound planetary gear mechanism 6 mainly functioning as a speed reducer is disposed.

  This compound planetary gear mechanism 6 is a structure in which a plurality of planetary gear mechanisms are substantially combined, functions mainly as a speed reducer, and is a mechanism that can selectively set a direct connection state or an acceleration state. A configuration in which a plurality of sets of single pinion type planetary gear mechanisms and double pinion type planetary gear mechanisms are combined, a Ravigneaux type planetary gear mechanism, a stepped pinion type planetary gear mechanism, or the like can be adopted. FIG. 1 shows an example of a configuration in which a single pinion type planetary gear mechanism 7 and a double pinion type planetary gear mechanism 8 are combined.

  The single pinion type planetary gear mechanism 7 includes a sun gear St1, which is an external gear, a ring gear Rt1, which is an internal gear arranged concentrically with the sun gear St1, and a gear meshed with the sun gear St1 and the ring gear Rt1. The gear mechanism is configured to perform a differential action by rotating the carrier Ct1 holding the pinion gear in a freely rotating and revolving manner. The double pinion type planetary gear mechanism 8 includes a sun gear St2 that is an external gear, a ring gear Rt2 that is an internal gear disposed concentrically with the sun gear St2, a pinion gear meshed with the sun gear St2, and This is a gear mechanism configured to perform differential action by rotating the carrier Ct2 holding the pinion gear meshing with the pinion gear and the ring gear Rt2 so as to rotate and revolve. In the planetary gear mechanisms 7 and 8, the sun gears St1 and St2 and the carriers Ct1 and Ct2 are coupled so as to rotate together. Thus, the planetary gear mechanisms 7 and 8 are combined to form a so-called four-element compound planetary gear mechanism 6.

  A second motor generator (MG2) 3 corresponding to the electric motor of the present invention is connected to the ring gear Rt1 in the single pinion planetary gear mechanism 7. Further, the output shaft 5 is connected to the ring gear Rt2 in the double pinion type planetary gear mechanism 8. Further, a ring gear Rs which is an output element in the power distribution mechanism 4 is connected to the carrier Ct2 in the double pinion type planetary gear mechanism 8.

  Furthermore, a plurality of engagement mechanisms are provided to set a plurality of operation modes. That is, the first brake mechanism B1 that selectively fixes a predetermined rotating element in the compound planetary gear mechanism 6 and the predetermined rotating elements in the power distribution mechanism 4 and the compound planetary gear mechanism 6 are selectively connected to each other. A one-clutch mechanism C1 is provided. Specifically, the first brake mechanism B1 is for braking the sun gears St1 and St2 that are connected to each other in the compound planetary gear mechanism 6, and includes a friction brake such as a multi-plate brake and a band brake, and a dog clutch mechanism. It is composed of meshing type brakes. The first clutch mechanism C1 is for selectively connecting the sun gears St1 and St2 connected to each other in the compound planetary gear mechanism 6 and the sun gear Ss in the power distribution mechanism 4, and is a multi-plate clutch or the like. It is constituted by a meshing clutch such as a friction clutch or a dog clutch.

  Each of the motor generators 2 and 3 is connected to a controller such as an inverter (not shown) and a power storage device such as a battery, and is configured to control power generation and drive as an electric motor by the controller. The motor generators 2 and 3 are connected so as to be able to exchange power with each other. On the other hand, the first brake mechanism B1 and the first clutch mechanism C1 are configured to perform engagement / release control by electrically controlling an appropriate actuator (not shown). An electronic control unit (ECU) 9 is provided for controlling the engagement / release of the first brake mechanism B1 and the first clutch mechanism C1 and the power generation / drive of each motor / generator 2, 3. ing. The electronic control unit 9 is mainly composed of a microcomputer, performs calculation using data detected by a sensor (not shown) and data stored in advance, and outputs the result as a control command signal. It is configured.

  The first brake mechanism B1 and the first clutch mechanism C1 described above are disposed between the motor / generators 2 and 3. More specifically, each of the motor generators 2 and 3 includes a portion protruding in the axial direction such as a stator coil or a terminal block, and the first brake mechanism B1 and the first clutch mechanism C1 The generators 2 and 3 are arranged on the inner peripheral side of the portion protruding in the axial direction in a state where at least a portion overlaps the portion in the radial direction. In this way, the motor / generators 2 and 3 and the engagement mechanisms as well as the compound planetary gear mechanism 6 and the power distribution mechanism 4 can be arranged so as not to make as much space as possible in the axial direction. The overall structure of the drive device can be made compact.

  In the configuration shown in FIG. 1, the first brake mechanism B1 and the first clutch mechanism C1 are arranged together between the motor / generators 2 and 3, and the planetary gear mechanisms 7 and 8 and the planetary gears are arranged for this. This is a configuration in which a power distribution mechanism 4 composed of a mechanism is collectively arranged on the side opposite to the engine 1 with respect to the second motor / generator 3. Therefore, the configuration of the oil passage for the first brake mechanism B1 and the first clutch mechanism C1 and the configuration of the connecting member in the compound planetary gear mechanism 6 and the power distribution mechanism 4 can be reduced in size or simplified. As a result, the hybrid drive device Thus, the overall configuration can be reduced in size, and the vehicle mountability can be improved. In particular, since the compound planetary gear mechanism 6 and the power distribution mechanism 4 having a relatively small outer diameter are disposed on the side opposite to the engine 1, it is possible to improve the vehicle-mountability for a so-called front engine rear wheel drive vehicle.

  Since the hybrid drive device shown in FIG. 1 includes the first brake mechanism B1 and the first clutch mechanism C1 as described above, two operation modes are set in accordance with the released / engaged state. Can do. Hereinafter, the operation of the hybrid drive device shown in FIG. 1 will be described together with the description of these operation modes.

  FIG. 2 collectively shows the engagement / release states of the first brake mechanism B1 and the first clutch mechanism C1 for setting each operation mode. FIG. 2 also shows an operation mode and an engagement / release state of the engagement device for another example described later. Further, in FIG. 2, a mark ◯ indicates engagement and a mark X indicates release.

  First, the first input split mode (Lo mode) in which the rotational speed of the engine 1 is increased to relatively increase the driving force is set by engaging the first brake mechanism B1. A collinear diagram for each power distribution mechanism 4 and compound planetary gear mechanism 6 in this input split mode is shown in FIG. That is, with respect to the power distribution mechanism 4, in order from the left in FIG. 3, the sun gear Ss that is the reaction force element to which the first motor / generator 2 is connected, the carrier Cs that is the input element to which the engine 1 is connected, and the output The ring gear Rs as an element is arranged on the alignment chart. The compound planetary gear mechanism 6 is connected to the sun gears St1 and St2, which are reaction force elements connected to the first brake mechanism B1, and to the ring gear Rt2 connected to the output shaft 5, and to the power distribution. The carriers Ct1 and Ct2 connected to the ring gear Rs of the mechanism 4 and the ring gear Rt1 connected to the second motor / generator 3 are arranged on the alignment chart in this order.

  As shown in FIG. 3, in the power distribution mechanism 4 and the compound planetary gear mechanism 6, only the ring gear Rs and the carriers Ct1 and Ct2 are connected, and the other rotating elements are not connected. The distribution mechanism 4 and the compound planetary gear mechanism 6 each perform a differential action independently. That is, the power of the engine 1 is input to the carrier Cs in the power distribution mechanism 4, and the power is distributed to the first motor / generator 2 and the ring gear Rs as an output element. In this case, if the first motor / generator 2 is controlled to perform forward regenerative regeneration, that is, if it is rotated in the same direction as the engine 1 to function as a generator, the ring gear Rs rotates in the same direction as the engine 1 at a lower speed than the engine 1. . Further, since the engine speed changes according to the speed of the first motor / generator 2, the engine 1 can be operated with optimum fuel consumption by controlling the speed of the engine 1 by the first motor / generator 2.

  On the other hand, the first motor / generator 2 and the second motor / generator 3 are connected to each other through a controller, a power storage device (not shown) or the like so as to be able to exchange power. Therefore, by supplying the electric power generated by the first motor / generator 2 to the second motor / generator 3, the second motor / generator 3 functions as an electric motor and outputs power. That is, the torque output from the second motor / generator 3 is input to the ring gear Rt1 of the single pinion type planetary gear mechanism 7 in the compound planetary gear mechanism 6, and the sun gear St1 is fixed to the ring gear Rt1 by the first brake mechanism B1. Therefore, the carrier Ct1 rotates at a lower speed than the ring gear Rt1 or the second motor / generator 3 connected thereto. That is, the single pinion type planetary gear mechanism 7 functions as a speed reducer. Then, torque is transmitted from the carrier Ct1 to the carrier Ct2 in the double pinion type planetary gear mechanism 8. In the double pinion type planetary gear mechanism 8, since the sun gear St2 is fixed by the first brake mechanism B1, the ring gear Rt2 and the output shaft 5 connected thereto rotate in the same direction at a lower speed than the carrier Ct2. . That is, the double pinion type planetary gear mechanism 8 functions as a speed reducer.

  As described above, in the first input split mode, a part of the power output from the engine 1 is transmitted to the output shaft 5 through the power distribution mechanism 4, and at that time, torque is generated according to the gear ratio in the power distribution mechanism 4. Increased or decreased. The other part of the power output from the engine 1 is subjected to power conversion and transmitted from the first motor / generator 2 to the compound planetary gear mechanism 6 via the second motor / generator 3. In the compound planetary gear mechanism 6, a so-called two-stage reduction action occurs as described above, and the torque output from the second motor / generator 3 is amplified and transmitted to the output shaft 5. Therefore, a sufficiently large torque is transmitted to the output shaft 5 and a large driving force can be obtained. In other words, a necessary and sufficient driving force can be obtained at a low vehicle speed without making the motor generators 2 and 3 particularly large in capacity. That is, the size of the entire hybrid drive system is reduced by suppressing the increase in size of each motor / generator 2, 3, the power loss is reduced by suppressing the electrical load, and the power transmission efficiency and fuel efficiency are improved. Can be made.

  By engaging the first clutch mechanism C1 in place of the first brake mechanism B1, that is, by releasing the first brake mechanism B1 and engaging the first clutch mechanism C1, the composite split mode (Mid mode) ) Is set. Therefore, in the compound split mode, the ring gear Rs in the power distribution mechanism 4 and the carriers Ct2 and Ct1 in the compound planetary gear mechanism 6 are coupled, and the sun gear Ss and the compound planetary gear mechanism 6 in the power distribution mechanism 4 are connected. Since the sun gears St1 and St2 are connected, the power distribution mechanism 4 and the compound planetary gear mechanism 6 are combined. Therefore, the operating states of the power distribution mechanism 4 and the compound planetary gear mechanism 6 can be represented by a single straight line in a collinear diagram in which these are compounded.

  Of the operating states, first, the operating state at the time of switching from the input split mode is shown in FIG. This is a state in which the number of rotations of the first motor / generator 2 is gradually decreased, and the number of rotations becomes zero or a predetermined number of rotations close to zero. Therefore, there is no difference between the rotational speeds of the sun gears St1 and St2 fixed by the first brake mechanism B1 and the rotational speed of the first motor / generator 2.

  The so-called synchronization switching state shown in FIG. 4 is a state that can be set in the input split mode and at the same time is set in the composite split mode. Therefore, when switching from the input split mode to the composite split mode, In the state controlled by the first motor / generator 2 in the rotation state shown in FIG. 4, the first brake mechanism B1 is released and the first clutch mechanism C1 is engaged. In that case, since the rotation speed hardly changes with the switching of the engaged / released state of the first brake mechanism B1 or the first clutch mechanism C1, it is possible to prevent the occurrence of inertia torque and the shock caused thereby or It is suppressed. Therefore, means such as the electronic control unit 9 for switching the engagement / release state of the first clutch mechanism C1 and the first brake mechanism B1 in a state where the first motor / generator 2 is controlled in this way is each mode setting means of the present invention. It corresponds to the synchronous switching control means.

  The power output from the engine 1 is also input to the carrier Cs in the power distribution mechanism 4 even in the composite split mode. In this state, the first motor / generator 2 is caused to function as an electric motor to output torque, and the second motor / generator 3 is regeneratively controlled to function as a generator to output negative torque. This state is shown in the alignment chart in FIG. As shown in FIG. 5, when the rotational speed of the first motor / generator 2 is gradually increased and the rotational speed of the second motor / generator 3 is gradually decreased accordingly, the rotational speed of the output shaft 5 becomes the engine rotational speed. Gradually, the gear ratio is close to “1”, which is a so-called direct connection state.

  And if the rotation speed of the 1st motor generator 2 corresponds with engine rotation speed, it will be in a direct connection state as a gear ratio. From this state, when the rotation speed of the first motor / generator 2 becomes higher than the engine rotation speed, an overdrive state in which the gear ratio is smaller than “1” is set. That is, in the composite split mode, “1” or a gear ratio close to this can be set. In this case, as is apparent from FIG. 5, the rotational speeds of the motor generators 2 and 3 are relatively approximate so that the torque required for one of the motor generators 2 and 3 is particularly large. Therefore, the increase in size of the motor generators 2 and 3 can be suppressed or prevented.

  Further, in the hybrid drive device having the configuration shown in FIG. 1, it is possible to set a reverse drive state and a so-called EV travel state in which the vehicle travels with the power of the second motor / generator 3. Specifically, when the charging capacity (SOC: State Of Charge) in a power storage device such as a battery is sufficient, the second motor / generator 3 drives in the reverse direction in the Lo mode. On the other hand, when the SOC is low, the vehicle travels while generating power with the power of the engine 1, but the direct torque (mechanically transmitted torque) of the engine 1 becomes a positive driving force. The two-motor generator 3 works to cancel the reverse drive force.

  In the present invention, compared with the invention described in Patent Document 1, the torque of the second motor / generator 3 is further increased by decelerating more than the engine direct torque, so the rate of decrease in driving force due to engine power generation is reduced. . That is, when the second motor / generator 3 is driven in the forward rotation direction in the Lo mode, a reaction torque is generated as the engine starts. This is canceled by the second motor / generator 3, but the torque of the second motor / generator 3 can be reduced because it increases further by decelerating from the direct torque of the engine.

  Next, another example of the hybrid drive device according to the present invention will be described. The example shown in FIG. 6 is provided with a second clutch mechanism C2 that integrates the entire complex planetary gear mechanism 6 in the configuration shown in FIG. 1, and the other configurations are the same as those shown in FIG. Therefore, in order to avoid duplication of description, in the following description, parts similar to those in the configuration shown in FIG.

  The newly added second clutch mechanism C2 is essentially a mechanism that connects at least two rotating elements of the compound planetary gear mechanism 6 to each other and integrates the entire compound planetary gear mechanism 6. In the example shown in FIG. 6, the second clutch mechanism C2 is configured by a friction clutch. The second clutch mechanism C2 is configured to selectively connect the ring gear Rt1 of the single pinion type planetary gear mechanism 7 in the compound planetary gear mechanism 6 and the sun gears St1, St2, and the other first brake mechanism. Similar to B1 and the first clutch mechanism C1, it is disposed between the motor generators 2 and 3. Furthermore, the engagement / release control of the second clutch mechanism C2 can be performed by driving an actuator (not shown) by the electronic control unit 9 described above. Therefore, as in the example shown in FIG. 1, the overall configuration can be reduced in size, and the vehicle mountability can be improved.

  The second input split mode (Hi mode) is set by engaging the second clutch mechanism C2. Since the second clutch mechanism C2 integrates the whole of the compound planetary gear mechanism 6, if the first clutch mechanism C1 is engaged in the process of switching to the compound split mode described above, the power The whole of the distribution mechanism 4 and the compound planetary gear mechanism 6 is integrated. The state is shown in the alignment chart in FIG. In this state, there is no difference in the number of rotations of the members connected by the first clutch mechanism C1 and the second clutch mechanism C2, so even if the operation mode is changed by switching the engagement / release states of the clutch mechanisms C1, C2. No change in rotational speed or inertia torque caused by the change occurs. The means for controlling the rotational speed of each motor / generator 2, 3 and the engagement / release state of each clutch mechanism C1, C2 corresponds to the mode setting means and the synchronous switching control means of the present invention. The electronic control device 9 corresponds to this.

  In the second input split mode, since the entire compound planetary gear mechanism 6 is integrated, the torque transmitted from the ring gear Rs of the power distribution mechanism 4 to the compound planetary gear mechanism 6 is output to the output shaft 5 as it is. Accordingly, the operating state is as shown in the collinear diagram of FIG. 8, and the power output from the engine 1 is divided into the first motor / generator 2 and the ring gear Rs by the power distribution mechanism 4, and the combined planetary planets from the ring gear Rs. Power is transmitted to the output shaft 5 through the gear mechanism 6, while the first motor / generator 2 functions as a generator, and the second motor / generator 3 is driven by the electric power. 6 is transmitted to the output shaft 5 via 6. Then, by reducing the rotational speed of the first motor / generator 2, the rotational speed of the output shaft 5 becomes higher than the engine rotational speed, and the overdrive state is set. The second input split mode is set in a low load state such as when driving on a flat road at a low speed or on a gentle downhill road. Therefore, even if the compound planetary gear mechanism 6 rotates integrally, the necessary driving force is obtained. Can be secured.

  And, in the compound planetary gear mechanism 6, since the relative rotation of the gear does not occur, the power loss due to the meshing of the gear can be reduced, and the ratio of the power transmission accompanied by the power conversion can be reduced. Power transmission efficiency can be improved as a whole by reducing power loss. In addition, in the configuration shown in FIG. 6, although the three operation modes can be set, the additional mechanism is only the second clutch mechanism C2, so that the operation modes can be diversified and the apparatus can be downsized. Can be made compatible.

  Next, a third specific example of the present invention will be described. FIG. 9 is a diagram illustrating a rotational relationship between a single pinion planetary gear mechanism and a double pinion planetary gear mechanism that constitute the power distribution mechanism 4 by a double pinion planetary gear mechanism and that constitute a compound planetary gear mechanism 6. 1 is changed from that shown in FIG. 1, and the entire arrangement is different from that shown in FIG. Therefore, in the following description, the same reference numerals as those in FIG. 1 are given to the same or common parts as those in the configuration shown in FIG.

  In the hybrid drive device shown in FIG. 9, the first motor / generator 2, the power distribution mechanism 4, and the second motor / generator 3 are arranged in this order from the engine 1 side. The power distribution mechanism 4 is a double pinion type planetary gear mechanism. It is constituted by. The ring gear Rs in the power distribution mechanism 4 is connected to the engine 1 so that the ring gear Rs becomes an input element, and the carrier Cs is connected to the first motor generator 2 so that the carrier Cs becomes a reaction force element. Therefore, the sun gear Ss is an output element.

  A compound planetary gear mechanism 6 is disposed on the same axis as the rotation center axis of the engine 1 on the opposite side of the power distribution mechanism 4 across the second motor / generator 3. The compound planetary gear mechanism 6 is composed of a single pinion type planetary gear mechanism 7 and a double pinion type planetary gear mechanism 8 as in the example shown in FIG. The carrier Ct1 in the single pinion type planetary gear mechanism 7 and the sun gear St2 in the double pinion type planetary gear mechanism 8 are connected to each other, and the carrier Ct1 and the sun gear St2 are connected to the sun gear Ss in the power distribution mechanism 4. Yes.

  In addition, the sun gear St1 in the single pinion type planetary gear mechanism 7 and the carrier Ct2 in the double pinion type planetary gear mechanism 8 are connected to each other, and the first clutch selectively connects the carrier Ct2 and the carrier Cs in the power distribution mechanism 4. The mechanism C1 is disposed adjacent to the double pinion type planetary gear mechanism 8. Further, a first brake mechanism B1 for selectively braking the sun gear St1 and the carrier Ct2 is provided. The second motor / generator 3 is connected to the ring gear Rt1 in the single pinion planetary gear mechanism 7, and the output shaft 5 is connected to the ring gear Rt2 in the double pinion planetary gear mechanism 8.

  Even in the hybrid drive device configured as shown in FIG. 9, the first input split mode (Lo mode) can be set by engaging the first brake mechanism B1, and the first clutch mechanism C1 is The composite split mode (Mid mode) can be set by engaging. FIG. 10 is an alignment chart showing the operation state in the first input split mode, which is the same as the first input split mode in the hybrid drive apparatus having the configuration shown in FIG. 1 or FIG. is there.

  In the first input split mode, when the rotational speed of the first motor / generator 2 is reduced to zero or a predetermined rotational speed close to zero, the first clutch mechanism C1 is brought into a synchronized state. In this state, by releasing the first brake mechanism B1 and engaging the first clutch mechanism C1, it is possible to perform synchronous switching from the first input split mode to the composite split mode. The operation state in the composite split mode set in this way is the same as that in the composite split mode in the hybrid drive device shown in FIG. 1 or 6 described above, and can be shown in the collinear diagram in FIG. 4 or 5 described above. it can.

  Therefore, even when configured as shown in FIG. 9, it can be operated in the same manner as the hybrid drive apparatus having the configuration shown in FIG. 1, and the same effect can be obtained. In addition, a clutch mechanism for integrating the entire compound planetary gear mechanism 6 is added to the configuration shown in FIG. 9, and the second input split mode is set in the same manner as the hybrid drive device shown in FIG. It can also be configured to be settable.

  Further, the present invention may be configured such that the parallel mode can be set in addition to the first input split mode and the composite split mode described above. This parallel mode is an operation mode in which the power distribution mechanism 4 and the compound planetary gear mechanism 6 are combined so as to function as a speed increaser, and the sun gears Ss, St1, St2 are connected by the first clutch mechanism C1. Thus, it is set by braking the carriers Ct1 and Ct2 in the compound planetary gear mechanism 6. FIG. 11 shows a configuration for this purpose, and the example shown here is an example in which a second brake mechanism B2 for braking the carriers Ct1 and Ct2 is added to the configuration shown in FIG. Therefore, the description of the configuration shown in FIG. 11 is omitted by attaching the same reference numerals as those in FIG.

  The state of engagement / release of the brake mechanisms B1, B2 and the first clutch mechanism C1 for setting each operation mode in the hybrid drive device having the configuration shown in FIG. 11 is as shown in FIG. In FIG. 12, ◯ indicates the engaged state, X indicates the released state, and in the first input split mode, only the first brake mechanism B1 is applied as in the configuration shown in FIG. 1 or FIG. Set by engaging. The composite split mode is set by engaging only the first clutch mechanism C1. Therefore, the operating state in the first input split mode and the operating state in the composite split mode are the same as those in the example shown in FIG. 1 or FIG. 6, and are the same as those in FIGS. As shown in the diagram.

  On the other hand, the parallel mode is set by engaging the second brake mechanism B2 in addition to the state in which the first clutch mechanism C1 is engaged. Therefore, since the first clutch mechanism C1 is engaged, the power distribution mechanism 4 and the compound planetary gear mechanism 6 are combined with each other by rotating the two rotating elements. It is represented by a single straight line in the diagram. The alignment chart is shown in FIG. The arrangement order of the rotating elements in the collinear diagram is as follows: the rotating element to which the first motor / generator 2 is connected; the rotating element to which the output shaft 5 is connected; the rotating element to which the engine 1 is connected; The rotating elements braked or fixed by the brake mechanism B2 and the rotating elements connected to the second motor / generator 3 are arranged in this order. In other words, the fixed element braked by the second brake mechanism B2 and the output element connected to the output shaft 5 are arranged with the input element connected to the engine 1 interposed therebetween. Therefore, the rotation speed of the output shaft 5 becomes higher than the engine rotation speed, which is an overdrive state.

  That is, in the parallel mode, the power output from the engine 1 is input to the carrier Cs of the power distribution mechanism 4, which is accelerated by the combined power distribution mechanism 4 and the compound planetary gear mechanism 6 to form a double pinion type planet. It is output from the ring gear Rt2 in the gear mechanism 8 to the output shaft 5. Then, the gear ratio, which is the ratio between the engine speed and the output shaft 5, becomes smaller than “1”. That is, a speed increasing action occurs. Therefore, since all the power output from the engine 1 is transmitted to the output shaft 5 by mechanical means without power conversion, power loss can be reduced or avoided, and power transmission efficiency and fuel efficiency are improved. To do. Further, since the mechanism added to enable the parallel mode to be set is only the second brake mechanism B2, the operation mode can be diversified without increasing the overall configuration of the apparatus. it can.

  As described with reference to FIG. 5 above, in the composite split mode, the rotational speed of the first motor / generator 2 is increased and the rotational speed of the second motor / generator 3 is decreased in the composite split mode. The engine speed decreases with respect to the rotational speed of the output shaft 5, and at the same time, the rotational speeds of the carriers Ct1 and Ct2 in the compound planetary gear mechanism 6 decrease. Therefore, by controlling the rotational speed of each motor / generator 2 and 3 in this way, the rotational speed of the carriers Ct1 and Ct2 is made zero or almost zero while maintaining the rotational speed of the output shaft 5 (that is, the vehicle speed). Can do. This state is a synchronized state in which the rotation of the second brake mechanism B2 is stopped, and in this state, the state is switched between the engaged and released states of the second brake mechanism B2, and the switching between the composite split mode and the parallel mode is performed. Executed.

  Such switching of the operation mode is executed by controlling the rotation speed of each of the motor generators 2 and 3 with a control command signal from the electronic control device 9 and operating the second brake mechanism B2. Therefore, the electronic control unit 9 corresponds to the mode setting means and the synchronous switching control means of the present invention.

  By executing the above-described synchronous switching control, a change in rotational speed, inertia torque, and the like accompanying switching of the operation mode hardly occur, and a shock or a step difference in driving torque can be avoided or suppressed. In addition, since the switching between the parallel mode and the composite split mode is performed smoothly, the speed change ratio of the parallel mode is reduced, and the mode is switched to the composite split mode with a slight increase in road load or a slight increase in engine load. Thus, even if the driving mode changes relatively frequently, it is possible to avoid or suppress giving the driver a busy shift feeling. In other words, it is possible to reduce restrictions on reducing the gear ratio in the parallel mode.

It is a skeleton figure which shows typically an example of the hybrid drive device concerning this invention. It is a table | surface which shows collectively the engagement / release state of the clutch mechanism and brake mechanism for setting each operation mode. It is an alignment chart which shows the operation state of each planetary gear mechanism in the 1st input split mode. It is a collinear diagram which shows the synchronous state at the time of switching to the 1st input split mode and composite split mode. It is a collinear diagram which shows the operation state of each planetary gear mechanism in the composite split mode. It is a skeleton figure which shows typically the other example of the hybrid drive device which concerns on this invention. It is a collinear diagram which shows the synchronous state at the time of the switching between the composite split mode and the 2nd input split mode. It is an alignment chart which shows the operation state of each planetary gear mechanism in the 2nd input split mode. It is a skeleton figure which shows typically the further another example of the hybrid drive device which concerns on this invention. It is a collinear diagram which shows the operation state of each planetary gear mechanism in the input split mode. It is a skeleton figure which shows typically the further another example of the hybrid drive device which concerns on this invention. It is a table | surface which shows collectively the engagement / release state of the clutch mechanism and brake mechanism for setting each operation mode. It is a collinear diagram which shows the operation state of each planetary gear mechanism in the input split mode.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine (engine), 2 ... 1st motor generator, 3 ... 2nd motor generator, 4 ... Power distribution mechanism, 5 ... Output shaft, 6 ... Compound planetary gear mechanism, 7 ... Single pinion type planetary gear mechanism 8 ... Double pinion type planetary gear mechanism, 9 ... Electronic control unit, C1 ... First clutch mechanism, C2 ... Second clutch mechanism, B1 ... First brake mechanism, B2 ... Second brake mechanism.

Claims (10)

The internal combustion engine and the generator are connected to a planetary gear mechanism that performs differential action with three rotating elements, and the output element and the motor in the planetary gear mechanism are combined with a plurality of planetary gear mechanisms. A first brake mechanism is provided that is connected to the planetary gear mechanism and selectively fixes one of the rotating elements in the compound planetary gear mechanism, and outputs power to the output member from the other rotating elements in the compound planetary gear mechanism. In the hybrid drive device configured to:
The planetary gear mechanism is configured to be arranged in the order of a rotating element connected to the generator, a rotating element connected to the internal combustion engine, and the output element on a collinear diagram.
The compound planetary gear mechanism includes a rotation element selectively fixed by the first brake mechanism, a rotation element coupled to the output member, and a rotation coupled to the output element in the planetary gear mechanism on a collinear diagram. Configured to be arranged in the order of elements, rotating elements connected to the electric motor,
There is provided a first clutch mechanism for selectively connecting a rotating element connected to the generator in the planetary gear mechanism and a rotating element selectively fixed by the first brake mechanism in the compound planetary gear mechanism. A hybrid drive device characterized by that. First mode setting means for setting an input split mode for engaging the first brake mechanism and releasing the first clutch mechanism;
Second mode setting means for setting a composite split mode for releasing the first brake mechanism and engaging the first clutch mechanism;
Synchronous switching control means for changing the operation mode by switching the engagement / release state of the first brake mechanism and the first clutch mechanism when the rotational speed of the generator is equal to or less than a predetermined rotational speed close to stopping. The hybrid drive apparatus according to claim 1, wherein the hybrid drive apparatus is provided.   The generator, electric motor, planetary gear mechanism and compound planetary gear mechanism are arranged on the rotation center axis of the internal combustion engine, and the planetary gear mechanism and compound planetary gear mechanism sandwich the electric motor from the internal combustion engine. 3. The hybrid drive device according to claim 1, wherein the first drive mechanism and the first brake mechanism are disposed between the generator and the motor while being disposed on the opposite side. 4. The planetary gear mechanism is constituted by a single pinion type planetary gear mechanism having a rotating element as a carrier to which the internal combustion engine is connected, a sun gear to which the generator is connected, and a ring gear as the output element,
The compound planetary gear mechanism is composed of a single pinion type planetary gear mechanism and a double pinion type planetary gear mechanism in which sun gears and carriers are connected to each other, and the ring gear of the planetary gear mechanism is connected to the carrier. The output member is connected to the ring gear of the pinion type planetary gear mechanism, and the electric motor is connected to the ring gear of the single pinion type planetary gear mechanism in the compound planetary gear mechanism,
The first clutch mechanism is configured to selectively connect a sun gear of the planetary gear mechanism and a sun gear of the compound planetary gear mechanism, and the first brake mechanism selects a sun gear of the compound planetary gear mechanism. The hybrid drive device according to claim 3, wherein the hybrid drive device is configured to be fixed.   On the rotation center axis of the internal combustion engine, the generator and motor, and a planetary gear mechanism and a compound planetary gear mechanism are arranged, and the planetary gear mechanism is disposed between the generator and the motor, and 3. The hybrid according to claim 1, wherein the compound planetary gear mechanism, the first clutch mechanism, and the first brake mechanism are arranged on the opposite side of the internal combustion engine and the generator across the electric motor. Drive device. The planetary gear mechanism is constituted by a double pinion type planetary gear mechanism, the internal combustion engine is connected to a ring gear, the generator is connected to a carrier, and a sun gear is used as the output element.
The compound planetary gear mechanism includes a single pinion type planetary gear mechanism and a double pinion type planetary gear mechanism in which a sun gear and a carrier are connected to each other, and the carrier and the double pinion type planetary gear of the single pinion type planetary gear mechanism. The sun gear of the mechanism is connected to the sun gear which is an output element in the planetary gear mechanism, the motor is connected to the ring gear of the single pinion type planetary gear mechanism, and the output member is connected to the ring gear of the double pinion type planetary gear mechanism. And
The first clutch mechanism is configured to selectively connect a carrier of the planetary gear mechanism and a carrier of a double pinion type planetary gear mechanism or a sun gear of a single pinion type planetary gear mechanism in the compound planetary gear mechanism; and 6. The first brake mechanism is configured to selectively fix a sun gear of a single pinion type planetary gear mechanism or a carrier of a double pinion type planetary gear mechanism in the compound planetary gear mechanism. The hybrid drive device described in 1.   2. A second clutch mechanism that selectively connects any of the rotating elements of the compound planetary gear mechanism so that the entire compound planetary gear mechanism rotates as a whole. The hybrid drive device according to any one of 1 to 6. Third mode setting means for setting a second input split mode for engaging the second clutch mechanism and releasing the first clutch mechanism and the second brake mechanism;
An operation mode in which the first clutch mechanism is engaged and the first brake mechanism and the second clutch mechanism are released in a state in which the entire complex planetary gear mechanism is rotating integrally, and the second input split. 8. The hybrid drive apparatus according to claim 7, further comprising second synchronous switching control means for switching between modes.   The second braking mechanism for selectively braking a rotating element connected to an output element of the planetary gear mechanism among the rotating elements of the compound planetary gear mechanism. The hybrid drive device according to any one of the above. A fourth mode setting means for engaging the first clutch mechanism, releasing the first brake, and setting a parallel mode for performing the braking by the second brake mechanism;
An operation mode in which the first clutch mechanism is engaged and the first brake mechanism and the second brake mechanism are released when the rotation speed of the second brake mechanism is equal to or less than a predetermined rotation speed close to a stop; and the parallel mode; The hybrid drive apparatus according to claim 7, further comprising third synchronous switching control means for performing switching.

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