JP2010234903A - Hybrid drive device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid drive device having a plurality of modes so as to be switchable which can suppress the generation of wobbling collisions of gears due to the inversion of a direction of torque which acts on the gears constituting respective rotary elements of a differential gear device at the time of switching the mode, and can appropriately perform regenerative braking by coupling at least one of rotary electric machines to an output member in one of the modes so as to be drivable. <P>SOLUTION: The hybrid drive device H includes an input member I, an output member O, a first rotary electric machine MG1, a second rotary electric machine MG2, and a differential gear device G. The drive device is configured so that the torque direction of the rotary electric machine which outputs reaction torque against the torque of the input member I is not inverted at the time of switching the mode, and so that one of the rotary electric machines is coupled to the output member O in one of the modes so as to be drivable. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a hybrid drive device including an input member drivingly connected to an engine, an output member drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device.

  As a hybrid drive device including an input member that is drive-coupled to an engine, an output member that is drive-coupled to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device, for example, The device described in Patent Document 1 is already known. This hybrid drive device uses a differential gear device having at least three rotating elements, and drives and connects an engine, a drive shaft as an output member, and any one rotating electric machine to different rotating elements. The engine torque is transmitted to the drive shaft using the torque as a reaction force. At this time, the hybrid drive device changes the rotation speed of the engine steplessly and transmits it to the output member by changing the rotation speed of the rotating electrical machine that receives the reaction force. In addition, the hybrid drive device switches the rotation element to which the engine and the drive shaft are drivingly connected to the rotation element to which the rotating electrical machine that is a reaction force receiver is drivingly connected, whereby the torque of the engine is driven to the driving shaft. It is configured to be able to switch between a plurality of modes with different ratios transmitted to.

  More specifically, in this hybrid drive device, the differential gear device includes three rotating elements of a first rotating element, a second rotating element, and a third rotating element in order of rotational speed. A first rotating electrical machine is connected to the first rotating element, an engine is connected to the second rotating element, and a drive shaft and the second rotating electrical machine are drivingly connected to the third rotating element. In the second mode, the first rotating electrical machine is drivingly connected to the first rotating element, the driving shaft is connected to the second rotating element, and the engine and the second rotating electrical machine are drivingly connected to the third rotating element. In any mode, the first rotating electrical machine receives a reaction force, and the engine torque is transmitted to the drive shaft.

JP-A-2005-297590 (paragraphs 0034 to 0036, FIGS. 1 to 3)

  However, in the above hybrid drive device, the direction of the torque of the first rotating electrical machine that receives the reaction force is negative in the first mode and positive in the second mode. The direction of the torque of the electric machine is reversed. For this reason, at the time of mode switching, there is a problem that the direction of the torque acting on the gears constituting each rotating element of the differential gear device is reversed and gear rattling is likely to occur. Moreover, in the hybrid drive device described above, in the second mode, both of the two rotating electric machines are not drivingly connected to the drive shaft, and there is a problem that regenerative braking cannot be performed properly when the vehicle is decelerated.

  The present invention has been made in view of the above problems, and an object of the present invention is to act on a gear constituting each rotating element of a differential gear device at the time of mode switching in a hybrid drive device that is capable of switching between a plurality of modes. The occurrence of rattling of the gear due to the reverse direction of the torque to be generated can be suppressed, and in any mode, at least one of the rotating electrical machines is drivingly connected to the output member and can appropriately perform regenerative braking. The object is to provide a possible hybrid drive.

  To achieve the above object, according to the present invention, an input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, a differential gear device, The differential gear device includes a first differential gear mechanism, a second differential gear mechanism, and a third differential gear mechanism each having three rotating elements, The first differential gear mechanism is an output rotating element in which one rotating element is driven and connected to the second rotating electric machine, and the other rotating element is drivingly connected to the output member. The remaining one rotating element is selectively fixed to the non-rotating member by a brake, and the second differential gear mechanism is an input member connecting element in which one rotating element is drivingly connected to the input member. , The other one rotating element is the third difference The rotary element is connected to one of the rotating elements of the gear mechanism, and the second rotating electric machine connecting element or the output rotating element of the first differential gear mechanism is connected to the remaining one rotating element. The third differential gear mechanism is a first rotating electric machine connecting element in which one rotating element is drivingly connected to the first rotating electric machine, and the other one rotating element is selectively used as a non-rotating member by the brake. A fixed rotating element fixed to the other rotating element, the connected rotating element is drivingly connected to the remaining one rotating element, and the output rotating element and the first rotating electrical machine connecting element are selectively driven and connected via a clutch. And the second differential element with respect to any one of the three rotational elements of each differential gear mechanism, the intermediate rotational element that is intermediate in the order of rotational speed and the end rotational element other than the intermediate rotational element. In gear mechanism Wherein the rotating element type of the fixed rotation element and is in point is the same in the rotating element type and the third differential gear mechanism of entry force member coupling element.

  In the present application, “driving connection” refers to a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or the two This is used as a concept including a state in which two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. However, the term “drive connection” for each rotation element of each differential gear mechanism refers to a state in which the three rotation elements included in the differential gear mechanism are connected to each other without intervening other rotation elements. Shall. 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. In the present application, the “order of rotational speed” is either the order from the high speed side to the low speed side, or the order from the low speed side to the high speed side, and can be any depending on the rotational state of each differential gear mechanism. However, the order of the rotating elements does not change in either case.

  According to this characteristic configuration, in a state where the brake is engaged and the clutch is released, the torque of the first rotating electrical machine is used as a reaction force and the torque of the input member (engine) is transmitted to the output member while performing the first rotation. By changing the rotation speed of the electric machine, it is possible to realize the first continuously variable transmission mode in which the rotation speed of the input member is steplessly changed and transmitted to the output member. When the clutch is engaged and the brake is released, the rotation of the second rotating electrical machine is changed while transmitting the torque of the input member (engine) to the output member using the torque of the second rotating electrical machine as a reaction force. By doing so, it is possible to realize the second continuously variable transmission mode in which the rotation of the input member is steplessly changed and transmitted to the output member.

  Here, since the rotation element type of the input member coupling element in the second differential gear mechanism and the rotation element type of the fixed rotation element in the third differential gear mechanism are the same, in the first continuously variable transmission mode, The rotating electrical machine outputs a positive torque as a reaction force against the torque of the input member. In the second continuously variable transmission mode, the first rotating electrical machine functions to assist the torque of the input member by outputting the torque in the positive direction while drivingly connected to the output member. Therefore, even when switching from the first continuously variable transmission mode to the second continuously variable transmission mode, the direction of the torque of the first rotating electrical machine remains positive. Further, the second rotating electrical machine basically serves to assist the torque of the input member by outputting the torque in the positive direction in the first continuously variable transmission mode. As the rotating electrical machine shifts from the power generation state to the power running state, the state shifts from a state of outputting positive torque to a state of outputting negative torque. In the second continuously variable transmission mode, the second rotating electrical machine outputs torque in the negative direction as a reaction force against the torque of the input member. Therefore, even when switching from the first continuously variable transmission mode to the second continuously variable transmission mode, the direction of the torque of the second rotating electrical machine remains negative. From the above, due to the torque of the first rotating electric machine and the second rotating electric machine, the direction of the torque acting on the gear constituting each rotating element of the differential gear device at the time of mode switching is not reversed, and the gear is The occurrence of hitting can be suppressed.

  Further, when the rotation speed of the output member is gradually increased from zero in the first continuously variable transmission mode, the rotation speed of the first rotating electrical machine that receives the reaction force is positive until the rotation speed of the first rotating electric machine passes from zero to positive. To change. Then, when the rotational speeds of the first rotating electrical machine connecting element and the output rotating element become the same speed, the second continuously variable transmission mode is generated without causing an engagement shock by engaging the clutch between them. Can be switched to. Further, when the rotation speed of the output member is increased in the second continuously variable transmission mode, the rotation speed of the second rotating electrical machine that receives the reaction force passes zero in the process of changing from the positive state to the negative direction. As described above, since the configuration is such that the rotational speed of the rotating electrical machine that receives the reaction force in each mode passes through a point where the rotational speed becomes zero, the absolute value of the rotational speed of the rotating electrical machine that receives the reaction force is relatively small. It can be kept low. Therefore, the loss at the time of converting the work of an input member (engine) into electric power can be suppressed little, and the energy efficiency of an apparatus can be improved.

  Further, according to this characteristic configuration, by engaging both the clutch and the brake, the torque of the input member (engine) can be obtained without requiring the reaction torque of both the first rotating electric machine and the second rotating electric machine. It is also possible to realize a fixed gear ratio mode in which the rotation of the input member can be shifted at a constant gear ratio and transmitted to the output member while being transmitted to the output member. Furthermore, according to this characteristic configuration, at least one rotating electric machine that does not function as a reaction force receiver is provided in the output member in both the first continuously variable transmission mode and the second continuously variable transmission mode, and also in the fixed transmission ratio mode. On the other hand, since it is drive-coupled so as to rotate at a constant rotational speed ratio, regenerative braking can be performed efficiently when the vehicle is decelerated.

  Here, it is preferable that the first rotating electrical machine connecting element is the end rotating element of the third differential gear mechanism. According to this configuration, the configuration of the hybrid drive device as described above can be appropriately realized.

  The first differential gear mechanism includes a first rotating element, a second rotating element, and a third rotating element in order of rotational speed, and the first rotating element is the second rotating electrical machine connecting element, It is preferable that the second rotating element is the output rotating element and the third rotating element is selectively fixed to the non-rotating member by the brake.

  According to this configuration, the rotational speed of the second rotating electrical machine can be reduced while the brake is engaged, and the torque can be amplified and transmitted to the output member. Accordingly, a large torque can be transmitted from the second rotating electrical machine to the output member, or the second rotating electrical machine can be reduced in size while being able to transmit the same torque.

  As specific configurations of the second differential gear mechanism and the third differential gear mechanism, for example, the following configurations are preferable. That is, the second differential gear mechanism and the third differential gear mechanism each include a first rotating element, a second rotating element, and a third rotating element in order of rotational speed, The first rotating element is drivingly connected to the second rotating electrical machine connecting element, the second rotating element of the second differential gear mechanism is the input member connecting element, and the second differential gear mechanism is Three rotating elements are the connected rotating elements, the first rotating element of the third differential gear mechanism is the first rotating electrical machine connecting element, and the second rotating element of the third differential gear mechanism is the It is preferable that the third rotary element of the third differential gear mechanism is driven and connected to the connected rotary element.

  According to this configuration, the configuration of the hybrid drive device according to the present invention can be appropriately realized, and the various effects described above can be achieved. Further, according to this configuration, the rotation of the first rotating electrical machine functioning as a reaction force receiver is made to be the third differential in the first continuously variable transmission mode realized with the brake engaged and the clutch released. According to the gear ratio of the gear mechanism, it can be appropriately decelerated or increased and transmitted to the connected rotating element.

  Alternatively, each of the second differential gear mechanism and the third differential gear mechanism includes a first rotating element, a second rotating element, and a third rotating element in order of rotational speed, The first rotating element is the input member connecting element, the second rotating element of the second differential gear mechanism is drivingly connected to the output rotating element, and the third rotating element of the second differential gear mechanism is Is the connected rotating element, the first rotating element of the third differential gear mechanism is the first rotating electrical machine connecting element, and the second rotating element of the third differential gear mechanism is the connected rotating element. It is preferable that the third rotating element of the third differential gear mechanism is the fixed rotating element.

  According to this configuration, the configuration of the hybrid drive device according to the present invention can be appropriately realized, and the various effects described above can be achieved. Further, according to this configuration, the rotation of the first rotating electrical machine functioning as a reaction force receiver is made to be the third differential in the first continuously variable transmission mode realized with the brake engaged and the clutch released. The speed can be reduced by the gear mechanism and transmitted to the connected rotating element. At this time, the torque of the input member (engine) is also amplified and transmitted to the output member, so that a larger torque can be transmitted to the output member.

  Further, the brake is engaged and the clutch is disengaged, and the rotational speed of the first rotating electrical machine is changed while outputting a positive torque to the first rotating electrical machine. It is preferable to execute the first continuously variable transmission mode capable of transmitting a torque in the positive direction to the output member while continuously changing the rotation speed.

  According to this configuration, the torque of the first rotating electrical machine is used as a reaction force, and the torque of the input member (engine) is transmitted to the output member while the rotational speed of the input member is steplessly transmitted to the output member. Can do. Thereby, the rotational speed of the output member can be gradually increased while operating the engine efficiently. The first continuously variable transmission mode can be switched according to the operation state of the hybrid drive device, whereby the efficiency of the hybrid drive device can be increased.

  In the first continuously variable transmission mode, when the rotational speed of the first rotating electrical machine is negative, the second rotating electrical machine outputs a torque in the positive direction, and when the rotational speed of the first rotating electrical machine is positive, It is preferable to cause the second rotating electrical machine to output a torque in the negative direction and to set the torque of the second rotating electrical machine to zero when the rotational speed of the first rotating electrical machine is zero.

  According to this configuration, in accordance with the operating state of the first rotating electrical machine that functions as a reaction force receiver in the first continuously variable transmission mode, the second rotating electrical machine consumes the generated power when the first rotating electrical machine generates power. In the state where the first rotating electrical machine is powered, the second rotating electrical machine generates power that is consumed by the first rotating electrical machine. In the state where the rotational speed of the first rotating electrical machine is zero and neither power generation nor power running is performed. It can be in a state where neither the rotating electrical machine nor the power generation or power running is performed. As described above, since both the first rotating electric machine and the second rotating electric machine have a state in which neither power generation nor power running is performed, the loss in converting work of the input member (engine) into electric power is reduced, and the energy efficiency of the apparatus Can be increased. In addition, when the first rotating electrical machine and the second rotating electrical machine generate power or power, the other one consumes the generated power and powers it, so the power balance of the entire hybrid drive system is basically zero. In addition, the state of charge of a power storage device such as a battery can be kept from changing significantly. Therefore, it is possible to execute the first continuously variable transmission mode for a long time.

  In addition, the clutch is engaged, the brake is released, and the second rotating electrical machine changes the rotation speed of the second rotating electrical machine while outputting a negative torque to the second rotating electrical machine. It is preferable to execute the second continuously variable transmission mode capable of transmitting torque in the positive direction to the output member while changing the rotation speed steplessly.

  According to this configuration, the torque of the second rotating electrical machine is used as a reaction force, the input member (engine) torque is transmitted to the output member, and the rotational speed of the input member is steplessly transmitted to the output member Can do. Thereby, the rotational speed of the output member can be gradually increased while operating the engine efficiently. The second continuously variable transmission mode can be switched according to the operating state of the hybrid drive device, whereby the efficiency of the hybrid drive device can be increased.

  In the second continuously variable transmission mode, when the rotational speed of the second rotating electrical machine is positive, the first rotating electrical machine outputs a torque in the positive direction, and when the rotational speed of the second rotating electrical machine is negative, It is preferable to cause the first rotating electrical machine to output a negative torque, and to set the torque of the first rotating electrical machine to zero when the rotational speed of the second rotating electrical machine is zero.

  According to this configuration, the first rotating electrical machine consumes the generated electric power when the second rotating electrical machine generates power in accordance with the operating state of the second rotating electrical machine that functions as a reaction force receiver in the second continuously variable transmission mode. In the state where the second rotating electrical machine is powered, the first rotating electrical machine generates power that is consumed by the second rotating electrical machine. In the state where the rotational speed of the second rotating electrical machine is zero and neither power generation nor power running is performed. It can be in a state where neither the rotating electrical machine nor the power generation or power running is performed. As described above, since both the first rotating electric machine and the second rotating electric machine have a state in which neither power generation nor power running is performed, the loss in converting work of the input member (engine) into electric power is reduced, and the energy efficiency of the apparatus Can be increased. In addition, when the first rotating electrical machine and the second rotating electrical machine generate power or power, the other one consumes the generated power and powers it, so the power balance of the entire hybrid drive system is basically zero. In addition, the state of charge of a power storage device such as a battery can be kept from changing significantly. Therefore, the second continuously variable transmission mode can be executed for a long time.

  Preferably, both the brake and the clutch are engaged, and a fixed gear ratio mode is executed in which the rotational speed of the input member is changed at a constant gear ratio and torque in the positive direction can be transmitted to the output member. It is.

  According to this configuration, the rotation of the input member is transmitted at a constant speed ratio while transmitting the torque of the input member (engine) to the output member without requiring the reaction torque of both the first rotating electrical machine and the second rotating electrical machine. The gear can be shifted and transmitted to the output member. Thereby, when there is a possibility that the load from the wheel acting on the output member is large and the heat generation of the rotating electrical machine may increase, or when it is desired to suppress the loss caused by converting the work of the input member (engine) into electric power by the rotating electrical machine. In addition, basically, the output member can be driven only by the driving force of the engine. And it becomes possible to raise the efficiency of a hybrid drive device by providing this fixed gear ratio mode so that change is possible according to the operation state of a hybrid drive device.

It is a skeleton figure of the hybrid drive device concerning a first embodiment of the present invention. It is a schematic diagram which shows the system configuration | structure of the hybrid drive device which concerns on this invention. It is an operation | movement table | surface which shows the operation state of the clutch and brake in each mode. It is a speed diagram of the differential gear device in the continuously variable low speed mode according to the first embodiment. It is a speed diagram of the differential gear device in the continuously variable low speed mode according to the first embodiment. It is a speed diagram of the differential gear device in the continuously variable low speed mode according to the first embodiment. It is a velocity diagram of the differential gear device in the parallel mode according to the first embodiment. It is a speed diagram of the differential gear device in the continuously variable high speed mode according to the first embodiment. It is a speed diagram of the differential gear device in the continuously variable high speed mode according to the first embodiment. It is a speed diagram of the differential gear device in the continuously variable high speed mode according to the first embodiment. It is a skeleton figure of the hybrid drive device concerning a second embodiment of the present invention. It is a speed diagram of the differential gear device in the continuously variable low speed mode according to the second embodiment. It is a speed diagram of the differential gear device in the continuously variable low speed mode according to the second embodiment. It is a speed diagram of the differential gear device in the continuously variable low speed mode according to the second embodiment. It is a speed diagram of the differential gear device in the parallel mode according to the second embodiment. It is a speed diagram of the differential gear device in the continuously variable high speed mode according to the second embodiment. It is a speed diagram of the differential gear device in the continuously variable high speed mode according to the second embodiment. It is a speed diagram of the differential gear device in the continuously variable high speed mode according to the second embodiment. It is a speed diagram of the differential gear device in the continuously variable low speed mode according to the third embodiment. It is a velocity diagram of the differential gear device in the parallel mode according to the third embodiment. It is a speed diagram of the differential gear device in the continuously variable high speed mode according to the third embodiment. It is a speed diagram of the differential gear device in the continuously variable low speed mode according to the fourth embodiment. FIG. 10 is a velocity diagram of a differential gear device in a parallel mode according to a fourth embodiment. It is a speed diagram of the differential gear device in the continuously variable high speed mode according to the fourth embodiment.

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 device H according to the present embodiment. In this drawing, the configuration of the lower half symmetrical to the central axis is omitted. Further, as shown in FIG. 2, in the schematic diagram showing the system configuration of the hybrid drive device H, the double solid line shows the driving force transmission path, the double broken line shows the power transmission path, Arrows indicate the flow of hydraulic oil, and solid arrows indicate transmission paths for various information. As shown in FIGS. 1 and 2, the hybrid drive device H includes an input shaft I that is drivingly connected to the engine E, an output shaft O that is drivingly connected to the wheels W, a first rotating electrical machine MG1, A second rotating electrical machine MG2 and a differential gear device G are provided. Further, in this hybrid drive device H, the differential gear device G 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. Yes. 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 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. The first planetary gear mechanism PG1 corresponds to the “second differential gear mechanism G2” in the present invention, the second planetary gear mechanism PG2 corresponds to the “third differential gear mechanism G3” in the present invention, and the third planetary gear mechanism PG1 corresponds to the “third differential gear mechanism G3” in the present invention. The planetary gear mechanism PG3 corresponds to the “first differential gear mechanism G1” 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 drivingly connected to the engine E. Here, the engine E is an internal combustion engine that is driven by the combustion of fuel. For example, various known engines such as a gasoline engine, a diesel engine, and a gas turbine 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. It is also preferable that the input shaft I is drivingly connected to the output rotation shaft of the engine E via a damper, a clutch, or the like. As shown in FIG. 2, the output shaft O is drivingly connected to the wheels W through the differential device 17 or the like so as to be able to transmit a driving force. In this example, the output shaft O is disposed coaxially with the input shaft I.

  As shown in FIG. 1, the first rotating electrical machine MG1 includes a stator St1 fixed to the case Dc, and a rotor Ro1 that is rotatably supported on the radially inner side of the stator St1. The rotor Ro1 of the first rotating electrical machine MG1 is drivingly connected so as to rotate integrally with the second ring gear r2 of the second planetary gear mechanism PG2. The second rotating electrical machine MG2 includes a stator St2 fixed to the case Dc, and a rotor Ro2 that is rotatably supported on the radially inner side of the stator St2. The rotor Ro2 of the second rotating electrical machine MG2 is drivingly connected so as to rotate integrally with the first carrier ca1 of the first planetary gear mechanism PG1. As shown in FIG. 2, the first rotating electrical machine MG <b> 1 and the second rotating electrical machine 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.

  The first rotating electrical machine MG1 and the second rotating electrical machine MG2 each have a function as a motor (electric motor) that generates power by receiving power supply, and a generator (generator) that generates power by receiving power supply. It is possible to perform the function as. Here, the rotating electrical machines MG1 and MG2 that function as generators generate electric power by the driving force of the engine E, charge the battery 11, or drive the rotating electrical machines MG1 and MG2 that function as motors. Supply. On the other hand, the rotary electric machines 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 deceleration of the vehicle. The operations of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are performed via the inverter 12 in accordance with a control command from the control device ECU.

  The differential gear device G 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. As a result, the differential gear device G includes six rotating elements that can rotate independently. The four rotating elements that are different from each other include an input shaft I, an output shaft O, a first rotating electrical machine MG1, and a second rotating device. The rotating electrical machine MG2 is drivingly connected, and one of the remaining two rotating elements is selectively fixed to the case Dc by the brake B. Here, the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 are sequentially arranged from the planetary gear mechanism arranged on the input shaft I (engine E) side. Hereinafter, each structure of each planetary gear mechanism PG1-PG3 is demonstrated in detail based on FIG.

  The first planetary gear mechanism PG1 functioning as the second differential gear mechanism G2 is a double pinion type planetary gear mechanism. That is, the first planetary gear mechanism PG1 includes a first carrier ca1 that supports a plurality of pairs of pinion gears, and a first sun gear s1 and a first ring gear r1 that mesh with the pinion gears, respectively, as rotating elements. The first carrier ca1 is drivingly connected so as to rotate integrally with the rotor Ro2 of the second rotating electrical machine MG2 and the third sun gear s3 (second rotating electrical machine connecting element Em2) of the third planetary gear mechanism PG3. The first ring gear r1 is drivingly coupled so as to rotate integrally with the input shaft I. Accordingly, the first ring gear r1 serves as the input member connecting element Ei. The first sun gear s1 is drivingly connected so as to rotate integrally with the second sun gear s2 of the second planetary gear mechanism PG2. In the present embodiment, the second planetary gear mechanism PG2 functions as the third differential gear mechanism G3. Accordingly, the first sun gear s1 serves as the connecting rotary element Ec. As shown in FIGS. 4 to 10, these three rotating elements of the first planetary gear mechanism PG1 are a first carrier ca1, a first ring gear r1, and a first sun gear s1 in order of rotational speed. Accordingly, in the present embodiment, the first carrier ca1, the first ring gear r1, and the first sun gear s1 are respectively referred to as the “first rotating element e1”, “second rotating element e2” of the second differential gear mechanism G2. This corresponds to “third rotation element e3”.

  The second planetary gear mechanism PG2 functioning as the third differential gear mechanism G3 is a single pinion type planetary gear mechanism. That is, the second planetary gear mechanism PG2 includes, as rotating elements, a second carrier ca2 that supports a plurality of pinion gears, and a second sun gear s2 and a second ring gear r2 that mesh with the pinion gears. The second ring gear r2 is drivingly connected so as to rotate integrally with the rotor Ro1 of the first rotating electrical machine MG1, and via the clutch C, the third carrier ca3 (output rotation element Eo) of the third planetary gear mechanism PG3 and The drive shaft is selectively connected to the output shaft O. Accordingly, the second ring gear r2 is the first rotating electrical machine connecting element Em1. The second carrier ca2 is drivingly connected so as to rotate integrally with the third ring gear r3 of the third planetary gear mechanism PG3, and is selectively fixed to the case Dc by the brake B. Therefore, the second carrier ca2 is a fixed rotation element Ef. The second sun gear s2 is drive-coupled so as to rotate integrally with the first sun gear s1 (connection rotation element Ec) of the first planetary gear mechanism PG1. As shown in FIGS. 4 to 10, these three rotating elements of the second planetary gear mechanism PG <b> 2 are a second ring gear r <b> 2, a second carrier ca <b> 2, and a second sun gear s <b> 2 in order of rotational speed. Therefore, in the present embodiment, the second ring gear r2, the second carrier ca2, and the second sun gear s2 are respectively referred to as the “first rotating element e1”, the “second rotating element e2” of the third differential gear mechanism G3, This corresponds to “third rotation element e3”.

  The third planetary gear mechanism PG3 functioning as the first differential gear mechanism G1 is a single pinion type planetary gear mechanism. That is, the third planetary gear mechanism PG3 includes, as rotating elements, a third carrier ca3 that supports a plurality of pinion gears, and a third sun gear s3 and a third ring gear r3 that respectively mesh with the pinion gears. The third sun gear s3 is drivingly coupled so as to rotate integrally with the first carrier ca1 of the first planetary gear mechanism PG1 and the rotor Ro2 of the second rotating electrical machine MG2. Accordingly, the third sun gear s3 is the second rotating electrical machine connecting element Em2. The third carrier ca3 is drive-coupled to rotate integrally with the output shaft O, and is selectively connected to the second ring gear r2 of the second planetary gear mechanism PG2 and the rotor Ro1 of the first rotating electrical machine MG1 via the clutch C. Is connected to the drive. Therefore, the third carrier ca3 is an output rotation element Eo. The third ring gear r3 is drivingly connected so as to rotate integrally with the second carrier ca2 (fixed rotating element Ef) of the second planetary gear mechanism PG2, and is selectively fixed to the case Dc by the brake B. As shown in FIGS. 4 to 10, these three rotating elements of the third planetary gear mechanism PG3 are a third sun gear s3, a third carrier ca3, and a third ring gear r3 in the order of the rotational speed. Therefore, in the present embodiment, the third sun gear s3, the third carrier ca3, and the third ring gear r3 are respectively referred to as “first rotating element e1”, “second rotating element e2” of the first differential gear mechanism G1, This corresponds to “third rotation element e3”.

  In the hybrid drive device H, the rotation element type of the first ring gear r1 as the input member coupling element Ei in the first planetary gear mechanism PG1 (second differential gear mechanism G2) and the second planetary gear mechanism PG2 (third The rotation element type of the second carrier ca2 as the fixed rotation element Ef in the differential gear mechanism G3) is set to be the same. The rotation element type here is one of the intermediate rotation element that is intermediate in order of the rotation speed among the three rotation elements of each planetary gear mechanism PG1 to PG3 and the end rotation element other than the intermediate rotation element. The intermediate rotation element corresponds to the second rotation element e2, and the end rotation element corresponds to both the first rotation element e1 and the third rotation element e3. In the present embodiment, since the first ring gear r1 as the input member coupling element Ei is the intermediate rotation element (second rotation element e2), the second carrier ca2 as the fixed rotation element Ef is also the intermediate rotation element (second rotation). Element e2). The second ring gear r2 as the first rotating electrical machine connecting element Em1 of the second planetary gear mechanism PG2 (third differential gear mechanism G3) is an end rotating element (here, the first rotation) of the second planetary gear mechanism PG2. Element e1).

  As described above, the hybrid drive device H includes the clutch C and the brake B as engagement elements. As these engagement elements, friction engagement elements such as a multi-plate clutch and a multi-plate brake that operate by hydraulic pressure can be used. In FIG. 2, each engagement element is omitted from illustration as being included in the differential gear device G, but as shown in this figure, the engagement elements (that is, the differential gear device G) are supplied. 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 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 information acquired by sensors Se1 to Se7 provided in each part of the vehicle, and uses the information obtained from the engine E, the first rotating electrical machine MG1, Operation control of the engagement elements C and B (see FIG. 1) of the differential gear device G, the electric oil pump 15 and the like is performed via the two-rotary electric machine MG2 and the hydraulic control device 13. As these sensors, in this example, the first rotating electrical machine rotation sensor Se1, the second rotating electrical machine 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 operation detection. A sensor Se7 is provided.

  Here, the first rotating electrical machine rotation sensor Se1 is a sensor for detecting the rotational speed of the rotor Ro1 of the first rotating electrical machine MG1. The second rotating electrical machine rotation sensor Se2 is a sensor for detecting the rotational speed of the rotor Ro2 of the second rotating electrical machine 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).

  Further, the control device ECU includes an engine control means 31, a rotating electrical machine control means 32, a battery state detection means 33, a rotating electrical machine rotation detection means 34, a vehicle speed detection means 35, a switching control means 36, an electric oil pump control means 37, an engine rotation. A detection means 38, a mode selection means 39, and a 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 rotating electrical machine control means 32 performs operation control such as rotational speed control and output torque control of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 via the inverter 12. The battery state detection unit 33 detects the state of the battery 11 such as a charge amount based on the output of the battery state detection sensor Se4. The rotating electrical machine rotation detection means 34 detects the rotational speeds of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 based on the outputs of the first rotating electrical machine rotation sensor Se1 and the second rotating electrical machine rotation sensor Se2. 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 release (disengage) each engagement element C, B (see FIG. 1) of the hybrid drive device H, Control which switches the 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 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 mode prescribed | regulated according to the acquired vehicle speed and the request | requirement driving force according to a predetermined control map. Here, as described later, there are three modes, a stepless low speed mode, a stepless high speed mode, and a parallel 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. Mode of Hybrid Drive Device Next, 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 clutch C and the brake B in each mode. In this figure, “CVT-Lo” indicates a continuously variable low speed mode, “CVT-Hi” indicates a continuously variable high speed mode, and “parallel” indicates a parallel mode. In this figure, “◯” indicates that each engaging element is in an engaged state, and “No mark” indicates that each engaging element is in a released (disengaged) state. . In this embodiment, the continuously variable low speed mode corresponds to the “first continuously variable transmission mode” in the present invention, the continuously variable high speed mode corresponds to the “second continuously variable transmission mode” in the present invention, and the parallel mode corresponds to the present This corresponds to the “fixed gear ratio mode” in the invention.

  4 to 10 show velocity diagrams of the differential gear device G, FIGS. 4 to 6 are velocity diagrams in the continuously variable low speed mode, FIG. 7 is a velocity diagram in the parallel mode, and FIG. FIG. 10 shows velocity diagrams in the continuously variable high speed mode. 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 differential gear device G. is doing.

  Further, the interval between the vertical lines corresponding to each rotating element corresponds to the respective gear ratios of the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3. 4, 7, and 8, the gear ratio of each planetary gear mechanism PG 1, PG 2, and PG 3 (the gear ratio of the sun gear to the ring gear = [the number of teeth of the sun gear] / [the number of teeth of the ring gear]) ) Are shown as λ1, λ2, and λ3. These tooth ratios λ1, λ2, and λ3 are appropriately set in consideration of the characteristics of the engine E, the first rotating electrical machine MG1, and the second rotating electrical machine MG2, the vehicle weight, and the like. 4 to 10, a straight line PG1 (G2) indicated by a broken line indicates an operating state of the first planetary gear mechanism PG1 (second differential gear mechanism G2), and a straight line PG2 (G3) indicated by a one-dot chain line. Indicates the operating state of the second planetary gear mechanism PG2 (third differential gear mechanism G3), and the straight line PG3 (G1) indicates the operating state of the third planetary gear mechanism PG3 (first differential gear mechanism G1). . In these speed diagrams, “◯” represents the rotational speed of the first rotating electrical machine MG1, “□” represents the rotational speed of the second rotating electrical machine MG2, “Δ” represents the rotational speed of the input shaft I (engine E), “ “☆” indicates the rotational speed of the output shaft O, and “×” indicates the state in which the brake B is fixed to the case Dc.

  As shown in FIG. 3, the hybrid drive device H is configured to be able to switch between three modes of a continuously variable low speed mode, a continuously variable high speed mode, and a parallel mode. Here, in both the continuously variable low speed mode and the continuously variable high speed mode, the torque of the input shaft I (engine E) is output as the output shaft using the torque of either the first rotating electrical machine MG1 or the second rotating electrical machine MG2 as a reaction force. The rotational speed of the input shaft I is steplessly changed by changing the rotational speed of one of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 that receives the reaction force while transmitting to the output shaft O. This is an electric continuously variable transmission mode. In these electric continuously variable transmission modes, the torque of the input shaft I (engine E) is generated by the first rotating electrical machine MG1 and the second rotating electrical machine MG2 that receive a reaction force with the output shaft O via the differential gear device G. It is distributed to either one. Then, the rotating electrical machine that receives the reaction force is switched between the continuously variable low speed mode and the continuously variable high speed mode. Specifically, in the continuously variable low speed mode, the first rotating electrical machine MG1 receives a reaction force, and in the continuously variable high speed mode, the second rotating electrical machine MG2 receives a reaction force. The continuously variable low speed mode and the continuously variable high speed mode have different torque conversion ratios when the torque 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 the 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]). On the other hand, the parallel mode is a mode in which the rotational speed of the input shaft I can be changed at a constant speed ratio and the torque in the positive direction can be transmitted to the output shaft O. In this parallel mode, the rotational speeds of the output shaft O, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 are determined in proportion to the rotational speed of the input shaft I.

  These modes are selected by the mode selection means 39, and switching to the selected mode is performed by engaging or releasing the engagement elements C and B according to a control command from the control unit ECU. At this time, the control unit ECU controls the rotational speed and output torque of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 by the rotating electrical machine control means 32, and controls the rotational speed and output torque of the engine E by the engine control means 31. Control is also performed. Hereinafter, the operation state of the hybrid drive device H in each mode will be described in detail.

1-4. Infinitely low speed mode In the infinitely low speed mode, the torque of the first rotating electrical machine MG1 is transmitted to the output shaft O while the torque of the first rotating electrical machine MG1 is used as the reaction force, and the first rotating electrical machine MG1 that receives the reaction force is transmitted. In this mode, the rotational speed of the input shaft I is changed steplessly by changing the rotational speed and transmitted to the output shaft O. As shown in FIG. 3, the continuously variable low speed mode is realized by setting the brake B to the engaged state and the clutch C to the released state. In the continuously variable low speed mode, the first rotating electrical machine MG1 basically outputs a positive torque as a reaction torque across the entire region. Therefore, in this continuously variable low speed mode, the first rotating electrical machine MG1 functions as a reaction force receiver for the torque of the input shaft I. On the other hand, the second rotating electrical machine MG2 functions as an auxiliary rotating electrical machine that assists the torque of the input shaft I (engine E) transmitted to the output shaft O. In the continuously variable low speed mode, the torque of the input shaft I is transmitted to the output shaft O with a torque conversion ratio larger than that of the continuously variable high speed mode described later.

  In the continuously variable low speed mode, the first planetary gear mechanism PG1 is driven and connected to the input shaft I by the first ring gear r1 that is intermediate in the order of rotational speed, as shown as a straight line PG1 in FIGS. The torque (engine torque TE) of the input shaft I (engine E) transmitted to the one ring gear r1 is distributed in the order of rotational speed to the first sun gear s1 serving as one end and the first carrier ca1 serving as the other end. Therefore, in the continuously variable low speed mode, the first planetary gear mechanism PG1 functions as a driving force distribution mechanism that distributes the driving force (torque) of the input shaft I. The first sun gear s1 receives a torque of the first rotating electrical machine MG1 as a reaction torque against the torque of the input shaft I (engine E) distributed to the first sun gear s1, via the second planetary gear mechanism PG2. Is transmitted. On the other hand, the torque distributed to the first carrier ca1 is transmitted to the second rotating electrical machine MG2 and is also transmitted to the output shaft O via the third planetary gear mechanism PG3. At this time, the engine E outputs the engine torque TE in the forward direction while being controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally along the optimum fuel consumption characteristics).

  Further, in the continuously variable low speed mode, the second planetary gear mechanism PG2 reverses the direction of the torque of the first rotating electrical machine MG1 and transmits it to the first sun gear s1 of the first planetary gear mechanism PG1. At this time, the first rotating electrical machine MG1 outputs a torque in the positive direction (MG1 torque T1). The second planetary gear mechanism PG2 inverts the direction of the positive MG1 torque T1 and transmits it to the first sun gear s1. At this time, as shown as a straight line PG2 in FIGS. 4 to 6, the second planetary gear mechanism PG2 is fixed to the case Dc by the brake B with the second carrier ca2 being in the middle in the order of the rotation speed, and becomes one end. The first rotary electric machine MG1 is drivingly connected to the second ring gear r2. For this reason, the direction of the MG1 torque T1 is reversed and transmitted to the second sun gear s2, which is the other end in the order of the rotational speed. That is, the negative torque from the first rotating electrical machine MG1 is transmitted to the first sun gear s1 of the first planetary gear mechanism PG1 that rotates integrally with the second sun gear s2. The torque from the first rotating electrical machine MG1 whose direction is reversed in this way becomes a reaction force against the torque of the input shaft I. At this time, the second sun gear s2 is shifted and transmitted according to the gear ratio of the second planetary gear mechanism PG2. In the present embodiment, the second planetary gear mechanism PG2 increases the rotational speed of the first rotating electrical machine MG1 and transmits it to the second sun gear s2. Here, since the gear ratio of the second planetary gear mechanism PG2 is λ2 (λ2 <1), the rotational speed of the first rotating electrical machine MG1 is increased by 1 / λ2 times and transmitted to the second sun gear s2. The

  In the continuously variable low speed mode, the first rotating electrical machine MG1 basically outputs the MG1 torque T1 in the positive direction. When the vehicle travels at a low speed including the state where the rotational speed of the output shaft O is zero (when the vehicle starts), the rotational speed of the first rotating electrical machine MG1 is negative as shown in FIG. Thereafter, as the rotational speed (vehicle speed) of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 increases. Then, as shown in FIG. 5, it passes through a point where the rotational speed of the first rotating electrical machine MG1 becomes zero, and as shown in FIG. 6, the rotational speed of the first rotating electrical machine MG1 becomes positive. The first rotating electrical machine MG1 functions as a generator to generate electric power when the rotational speed is negative, and functions as a motor and powers when the rotational speed is positive. The point at which the rotation speed of the first rotating electrical machine MG1 becomes zero is that the work of the input shaft I (engine E) is not converted into electric power, that is, electric conversion is not performed. In this embodiment, this point is referred to as “non-electric conversion point” for convenience.

  Further, in the continuously variable low speed mode, the third planetary gear mechanism PG3 decelerates the rotation of the input shaft I and the second rotary electric machine MG2 and transmits it to the output shaft O, and also the torque of the input shaft I (engine E) ( The engine torque TE) and the torque of the second rotating electrical machine MG2 (MG2 torque T2) are amplified and transmitted to the output shaft O. At this time, the second rotating electrical machine MG2 outputs a torque in the positive direction (MG2 torque T2) basically, thereby outputting from the first carrier ca1 of the first planetary gear mechanism PG1 via the third planetary gear mechanism PG3. Assist with respect to the torque of the input shaft I (engine E) transmitted to the shaft O is performed. However, as will be described later, the second rotating electrical machine MG2 may output a negative MG2 torque T2 in accordance with the operating state of the first rotating electrical machine MG1. As shown in FIGS. 4 to 6 as a straight line PG3, in the third planetary gear mechanism PG3, the second rotary electric machine MG2 and the first carrier ca1 are drivingly connected to the third sun gear s3 that is one end in the order of rotational speed, The third ring gear r3 which is the other end is fixed to the case Dc by the brake B. Therefore, the rotational speed of the third sun gear s3 is decelerated and transmitted to the output shaft O that is drivingly connected to the third carrier ca3 that is intermediate in the order of the rotational speed. Therefore, the third planetary gear mechanism PG3 amplifies the torque of the input shaft I and the torque of the second rotating electrical machine MG2 transmitted to the third sun gear s3 via the first planetary gear mechanism PG1, and transmits them to the output shaft O. To do. Here, since the gear ratio of the third planetary gear mechanism PG3 is λ3 (λ3 <1), the torque of the third sun gear s3 is amplified by (1 + λ3) / λ3 and transmitted to the output shaft O. By thus amplifying the MG2 torque T2 and transmitting it to the output shaft O, it is easy to reduce the size of the second rotating electrical machine MG2. In this continuously variable low speed mode, the second rotating electrical machine MG2 that functions as an auxiliary rotating electrical machine is drivingly connected to the output shaft O so as to rotate at a constant rotational speed ratio. Therefore, regenerative braking can be performed efficiently even when the vehicle is decelerated.

  In the continuously variable low speed mode, the rotation speed of the second rotating electrical machine MG2 is always positive. Then, the second rotating electrical machine MG2 outputs a torque (MG2 torque T2) having a direction corresponding to the operating state of the first rotating electrical machine MG1. That is, as shown in FIG. 4, when the rotation speed of the first rotating electrical machine MG1 is negative and the first rotating electrical machine MG1 is generating power, the second rotating electrical machine MG2 is generated by the first rotating electrical machine MG1. It consumes electric power and functions as a motor to power and output torque in the positive direction. Further, as shown in FIG. 6, when the rotation speed of the first rotating electrical machine MG1 is positive and the first rotating electrical machine MG1 is powering, the second rotating electrical machine MG2 consumes power consumed by the first rotating electrical machine MG1. To generate electric power by generating a negative torque. On the other hand, as shown in FIG. 5, the MG2 torque T2 output by the second rotating electrical machine MG2 is set to zero at the non-electric conversion point where the rotational speed of the first rotating electrical machine MG1 becomes zero. As described above, when the first rotary electric machine MG1 and the second rotary electric machine MG2 have neither power generation nor power running during the continuously variable low speed mode, the work of the input shaft I (engine E) is converted into electric power. Loss can be reduced, and the energy efficiency of the hybrid drive device H can be increased. Further, when the first rotating electrical machine MG1 and the second rotating electrical machine MG2 generate or power run, one of them consumes the generated power and power runs, so the entire hybrid controller H in the continuously variable low speed mode The power balance can be basically zero. Therefore, since the state of charge of the battery 11 as the power storage device can be made not to fluctuate greatly, the continuously variable low speed mode can be executed for a long time. As described above, when the rotational speed of the output shaft O gradually increases from the zero state, the rotational speed of the first rotating electrical machine MG1 changes from negative to positive through zero. Accordingly, the second rotating electrical machine MG2 changes from a state in which a positive torque is output to a state in which a negative torque is output through a zero torque state.

In the continuously variable low speed mode, the torque conversion ratio when the torque of the input shaft I is transmitted to the output shaft O is as follows. That is, assuming that the torque of the input shaft I transmitted to the output shaft O is TIo, the torque TIo is obtained by the following equation (1).
TIo = TE × {(1−λ1) (1 + λ3)} / λ3 (1)
Therefore, in the continuously variable low speed mode, the torque of the input shaft I is amplified and transmitted to the output shaft O. For example, when λ1 = 0.4 and λ3 = 0.4, TIo is 2.1TE. That is, in this case, the torque conversion ratio (= [torque of output shaft O] / [torque of input shaft I]) in the continuously variable low speed mode is 2.1, and the torque TE of the input shaft I is 2.1 times. And transmitted to the output shaft O. Further, the MG2 torque T2 output from the second rotating electrical machine MG2 is also amplified and transmitted to the output shaft O by (1 + λ3) / λ3 times by the third planetary gear mechanism PG3.

  As described above, the continuously variable low speed mode is used in a state where the vehicle speed is relatively low because the torque of the input shaft I (engine E), that is, the engine torque TE can be amplified and transmitted to the output shaft O. Suitable as a low speed mode. In this embodiment, in the continuously variable low speed mode, the rotation speed of the first rotating electrical machine MG1 (second ring gear r2) is changed from the state where the rotation speed of the output shaft O is zero (when the vehicle starts) to the output shaft O (second The three carriers ca3) are used until they coincide with the rotational speed. That is, in the continuously variable low speed mode, when the rotational speed of the engine E is constant, the rotational speeds of both the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are increased from the state where the rotational speed of the output shaft O is zero. Thus, the rotational speed of the output shaft O is gradually increased to start the vehicle. Then, if the rotational speed of the output shaft O increases and the rotational speed of the first rotating electrical machine MG1 matches the rotational speed of the output shaft O, the clutch C is engaged to switch from the continuously variable low speed mode to the parallel mode. It is done. If the brake B is released simultaneously with the engagement of the clutch C, the continuously variable low speed mode is switched to the continuously variable high speed mode. This mode switching is a synchronous switching in which the rotational speeds of the engaging members on both sides of the clutch C engaged at this time are engaged in the same state.

1-5. Parallel Mode The parallel mode is a mode in which the rotational speed of the input shaft I can be changed at a constant gear ratio and the torque in the positive direction can be transmitted to the output shaft O. As shown in FIG. 3, the parallel mode is realized by bringing both the brake B and the clutch C into an engaged state. In this parallel mode, when the clutch C is engaged, the output shaft O, the third carrier ca3, the first rotating electrical machine MG1, and the second ring gear r2 are drivingly connected so as to rotate integrally. As a result, the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 are integrally operated. As shown in FIG. 7, all the planetary gear mechanisms are shown on the velocity diagram. The lines representing PG1 to PG3 are the same straight line. Then, when the brake B is engaged, the second ring gear r2 and the third ring gear r3 are fixed to the case Dc. Thereby, in the parallel mode, the rotational speeds of the output shaft O, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 are determined in proportion to the rotational speed of the input shaft I. Therefore, in the parallel mode, it is possible to travel by transmitting the torque of the input shaft I (engine E) to the output shaft O without operating one or both of the first rotating electrical machine MG1 and the second rotating electrical machine MG2. Become. Here, the rotational speed of the input shaft I is decelerated and transmitted to the output shaft O.

  In the parallel mode, as shown as straight lines PG1, PG2, and PG3 in FIG. 7, lines representing the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 on the velocity diagram. Are in a straight line, and all the planetary gear mechanisms PG1 to PG3 constituting the differential gear device G are in a state of operating integrally. In the parallel mode, the differential gear device G has a total of five rotating elements. The five rotating elements of the differential gear unit G are composed of a first carrier ca1 and a third sun gear s3 that rotate integrally with the second rotating electrical machine MG2, and an input shaft I (engine E) in order of rotational speed from the right side in FIG. A first ring gear r1 that rotates integrally with the output shaft O, a second ring gear r2 that rotates integrally with the first rotating electrical machine MG1, and a third carrier ca3. A second carrier ca2 and a third ring gear r3 that are fixed to the case Dc by the brake B. The first sun gear s1 and the second sun gear s2 serve as the connecting rotary element Ec. As described above, the second carrier ca2 and the third ring gear r3 constituting one rotating element are fixed to the case Dc in a state where the entire differential gear device G operates integrally, whereby the input shaft I According to the rotational speed of (engine E), the rotational speeds of output shaft O, first rotating electrical machine MG1, and second rotating electrical machine MG2 are determined. In addition, in the order of the rotational speed, a rotating element that is drivingly connected to the output shaft O is provided between the rotating element that is fixed to the case Dc by the brake B and the rotating element that is drivingly connected to the input shaft I. As a result, the rotational speed of the input shaft I (engine E) is reduced and transmitted to the output shaft O.

  At this time, the engine E is controlled to output an appropriate rotation speed and torque (engine torque TE) according to the vehicle speed and the required driving force. Further, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are basically controlled to rotate at a rotational speed determined according to the rotational speed of the input shaft I (engine E) but not to output torque. . That is, in this parallel mode, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 basically do not function as either a motor or a generator, and neither power running nor power generation is performed. However, when the torque of the engine E is insufficient with respect to the required driving force, one or both of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 can be powered as a motor. In addition, when the amount of charge of the battery 11 is insufficient, it is possible to generate power using one or both of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 as a generator.

  As described above, in the parallel mode, all the planetary gear mechanisms PG1 to PG3 constituting the differential gear device G operate integrally, so that the output shaft O is proportional to the rotational speed of the input shaft I. In this mode, the rotational speeds of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are determined, and the rotational speed of the input shaft I (engine E) is decelerated and transmitted to the output shaft O. For this reason, in the parallel mode, it is possible to travel by transmitting the torque of the input shaft I (engine E) to the output shaft O without operating the first rotating electrical machine MG1 and the second rotating electrical machine MG2. Therefore, when the load from the wheel W acting on the output shaft O is large, it is possible to suppress the heat generation of the first rotating electrical machine MG1 and the second rotating electrical machine MG2, so that this mode is suitable for climbing and traction. It has become. Further, at this time, since the rotational speed of the input shaft I (engine E) is reduced and the engine torque TE is amplified and transmitted to the output shaft O, a relatively large driving force can be transmitted to the wheels W. In addition, since loss due to conversion of the work of the input shaft I (engine E) into electric power (electric conversion) by a rotating electrical machine can be suppressed, it is also possible for cruising at a constant vehicle speed with little change in required driving force. It is a suitable mode. Further, this parallel mode is realized when the clutch C is further engaged from the continuously variable low speed mode realized by the brake B being engaged or when the clutch C is engaged. This is realized by further engaging the brake B from the step high speed mode. Therefore, this parallel mode is an intermediate mode that is temporarily executed at the time of switching from the continuously variable low speed mode to the continuously variable high speed mode or when switching from the continuously variable high speed mode to the continuously variable low speed mode. Is also used.

1-6. Continuously high-speed mode In the continuously variable high-speed mode, the torque of the second rotating electrical machine MG2 is transmitted to the output shaft O using the torque of the second rotating electrical machine MG2 as a reaction force, and the second rotating electrical machine MG2 that receives the reaction force is transmitted. In this mode, the rotational speed of the input shaft I is changed steplessly by changing the rotational speed and transmitted to the output shaft O. As shown in FIG. 3, the continuously variable high speed mode is realized by setting the clutch C to the engaged state and the brake B to the released state. In this continuously variable high-speed mode, when the clutch C is engaged, the output shaft O, the third carrier ca3, the first rotating electrical machine MG1, and the second ring gear r2 are drivingly connected so as to rotate integrally. As a result, 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 in an integrated manner, and as shown in FIGS. The lines representing the planetary gear mechanisms PG1 to PG3 are collinear. In the continuously variable high-speed mode, the second rotating electrical machine MG2 basically outputs a negative torque as a reaction torque across the entire area. Therefore, in this continuously variable high speed mode, the second rotating electrical machine MG2 functions as a reaction force receiver for the torque of the input shaft I. On the other hand, the first rotating electrical machine MG1 functions as an auxiliary rotating electrical machine that assists the torque of the input shaft I (engine E) transmitted to the output shaft O. In the continuously variable high speed mode, the torque of the input shaft I is transmitted to the output shaft O with a torque conversion ratio smaller than that of the continuously variable low speed mode.

  In the continuously variable high-speed mode, as in the parallel mode, the lines representing the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 on the velocity diagram are the same straight line, All the planetary gear mechanisms PG <b> 1 to PG <b> 3 constituting the dynamic gear device G are in a state of operating integrally. Therefore, even in this continuously variable high speed mode, the differential gear device G has a total of five rotating elements. However, in the continuously variable high-speed mode, the mode is realized using substantially only three rotating elements among the five rotating elements of the differential gear device G. Of these three rotating elements, the first ring gear r1 that is intermediate in the order of the rotational speed is drivingly coupled so as to rotate integrally with the input shaft I (engine E). Of the three rotating elements, the first carrier ca1 and the third sun gear s3, which are at one end in the order of the rotation speed, are drivingly connected so as to rotate integrally with the second rotating electrical machine MG2. Of the three rotating elements, the second ring gear r2 and the third carrier ca3, which are the other ends in the order of the rotational speed, are drivingly connected so as to rotate integrally with the output shaft O and the first rotating electrical machine MG1. Then, the second rotating electrical machine MG2 outputs a torque in the negative direction as a reaction torque against the engine torque TE of the input shaft I (engine E), whereby the engine torque TE is transmitted to the output shaft O. In addition, the rotational speed of the input shaft I can be steplessly changed and transmitted to the output shaft O by changing the rotational speed of the second rotating electrical machine MG2 serving as a reaction force receiver. At this time, the engine E outputs the engine torque TE in the forward 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).

  In the continuously variable high speed mode, the second rotating electrical machine MG2 basically outputs the MG1 torque T1 in the negative direction. As shown in FIG. 8, when the rotation speed of the output shaft O is relatively low, the rotation speed of the second rotating electrical machine MG2 is positive. Thereafter, as the rotational speed (vehicle speed) of the output shaft O gradually increases, the rotational speed of the second rotating electrical machine MG2 decreases. 9 passes through a point where the rotation speed of the second rotary electric machine MG2 becomes zero, and as shown in FIG. 10, the rotation speed of the second rotary electric machine MG2 becomes negative. The second rotating electrical machine MG2 functions as a generator to generate electric power when the rotational speed is positive, and functions as a motor and powers when the rotational speed is negative. The point where the rotation speed of the second rotating electrical machine MG2 becomes zero is that the work of the input shaft I (engine E) is not converted into electric power, that is, electric conversion is not performed. Therefore, in the present embodiment, this point is referred to as “non-electric conversion point” for convenience as in the case of the first rotating electrical machine MG1.

  On the other hand, the first rotating electrical machine MG1 is drive-coupled so as to rotate integrally with the output shaft O, and basically transmits input torque to the output shaft O by outputting a positive torque (MG1 torque T1). Assist the torque of the shaft I (engine E). However, as will be described later, the first rotating electrical machine MG1 may output a negative MG1 torque T1 in accordance with the operating state of the second rotating electrical machine MG2. In the continuously variable high speed mode, the first rotating electrical machine MG1 that functions as an auxiliary rotating electrical machine is drivingly connected to the output shaft O so as to rotate integrally therewith. Therefore, regenerative braking can be performed efficiently even when the vehicle is decelerated. Thus, in the continuously variable low speed mode and the continuously variable high speed mode, the rotating electrical machines MG1 and MG2 that receive the reaction force of the torque of the input shaft I (engine E) are alternated. The rotating electrical machines MG1 and MG2 other than the rotating electrical machines MG1 and MG2 that receive the reaction force function as auxiliary rotating electrical machines.

  In the continuously variable high speed mode, the rotation speed of the first rotating electrical machine MG1 is always positive. And 1st rotary electric machine MG1 outputs the torque (MG1 torque T1) of the direction according to the operation state of 2nd rotary electric machine MG2. That is, as shown in FIG. 8, when the rotation speed of the second rotating electrical machine MG2 is positive and the second rotating electrical machine MG2 is generating power, the first rotating electrical machine MG1 is generated by the second rotating electrical machine MG2. It consumes electric power and functions as a motor to power and output torque in the positive direction. As shown in FIG. 10, when the rotation speed of the second rotating electrical machine MG2 is negative and the second rotating electrical machine MG2 is powering, the first rotating electrical machine MG1 consumes power consumed by the second rotating electrical machine MG2. To generate electric power by generating a negative torque. On the other hand, as shown in FIG. 9, the MG1 torque T1 output from the first rotating electrical machine MG1 is set to zero at the non-electric conversion point where the rotational speed of the second rotating electrical machine MG2 becomes zero. As described above, when the first rotary electric machine MG1 and the second rotary electric machine MG2 have neither power generation nor power running during the continuously variable high-speed mode, the work of the input shaft I (engine E) is converted into electric power. Loss can be reduced, and the energy efficiency of the hybrid drive device H can be increased. Further, when the first rotating electrical machine MG1 and the second rotating electrical machine MG2 generate or power run, the other consumes the generated power and powers the other, so the hybrid controller H in the continuously variable high-speed mode The power balance can be basically zero. Therefore, since the state of charge of the battery 11 as the power storage device can be made not to fluctuate greatly, the continuously variable high-speed mode can be executed for a long time. As described above, when the rotation speed of the output shaft O gradually increases, the rotation speed of the second rotating electrical machine MG2 changes from positive to negative through zero. Therefore, the first rotating electrical machine MG1 changes from a state in which a positive torque is output to a state in which a negative torque is output through a zero torque state.

In the continuously variable high speed mode, the torque conversion ratio when the torque of the input shaft I is transmitted to the output shaft O is as follows. That is, assuming that the torque of the input shaft I transmitted to the output shaft O is TIo, the torque TIo is obtained by the following equation (2).
TIo = TE × {λ1 (λ2 + λ3 + λ2 × λ3)} / λ2 (2)
Therefore, in the continuously variable high speed mode, the torque of the input shaft I is attenuated and transmitted to the output shaft O. For example, when λ1 = 0.4, λ2 = 0.7, and λ3 = 0.4, TIo is about 0.8 TE. That is, in this case, the torque conversion ratio (= [torque of output shaft O] / [torque of input shaft I]) in the continuously variable high-speed mode is about 0.8, and the torque TE of the input shaft I is about 0. 0. The signal is multiplied by 8 and transmitted to the output shaft O. Further, MG1 torque T1 output from the first rotating electrical machine MG1 is also transmitted to the output shaft O.

  As described above, the continuously variable high-speed mode is a mode in which the torque of the input shaft I (engine E), that is, the engine torque TE is attenuated and transmitted to the output shaft O, so that it is used at a relatively high vehicle speed. Suitable for high speed mode. In the present embodiment, in the continuously variable high speed mode, in the continuously variable low speed mode, the rotational speed of the first rotating electrical machine MG1 increases so as to gradually increase the rotational speed of the output shaft O, and the first rotating electrical machine MG1 (second ring gear) The rotation speed of the output shaft O is higher than that in which the rotation speed of r2) and the rotation speed of the output shaft O (third carrier ca3) coincide. That is, in the continuously variable high speed mode, when the rotation speed of the engine E is constant, the rotation speed of the second rotary electric machine MG2 is changed from the state in which the rotation speed of the first rotary electric machine MG1 matches the rotation speed of the output shaft O. The vehicle is accelerated by lowering and increasing the rotation speed of the output shaft O and the first rotating electrical machine MG1. Further, the rotational speed of the second carrier ca2 and the third ring gear r3 is made zero by increasing the rotational speed of the input shaft I (engine E) or decreasing the rotational speed of the output shaft O and the first rotating electrical machine MG1. If the brake B is engaged, the stepless high speed mode can be switched to the parallel mode. If the clutch C is released simultaneously with the engagement of the brake B, the continuously variable high speed mode is switched to the continuously variable low speed mode. This mode switching is a synchronous switching in which the engaging members on both sides of the brake B engaged at this time are engaged in the same rotational speed. It is also possible to switch the mode by engaging the brake B without performing the control to make the rotation speeds of the second carrier ca2 and the third ring gear r3 zero.

1-7. As described above, in the continuously variable low speed mode, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the positive direction as a reaction force with respect to the engine torque TE, as shown in FIGS. To do. Further, in the continuously variable high-speed mode, as shown in FIG. 8, the first rotating electrical machine MG1 is basically coupled to the output shaft O to output the positive MG1 torque T1 to assist the engine torque TE. Fulfills the function of Therefore, when switching from the continuously variable low speed mode to the continuously variable high speed mode, the direction of the MG1 torque T1 of the first rotating electrical machine MG1 remains in the positive direction. Therefore, due to the torque of the first rotating electrical machine MG1, the direction of the torque acting on the gears constituting each rotating element of the differential gear device G is not reversed at the time of mode switching, and the rattling of the gear occurs. Can be suppressed. As shown in FIG. 10, the first rotating electrical machine MG1 is in a state where the second rotating electrical machine MG2 is in a state where the rotational speed of the second rotating electrical machine MG2 is negative and the second rotating electrical machine MG2 is in a power running state in the continuously variable high speed mode. In order to generate electric power consumed by the two-rotary electric machine MG2, a negative MG1 torque T1 is output. However, also in this case, as shown in FIG. 9, the direction of the torque is reversed after the MG1 torque T1 once becomes zero as the rotational speed of the second rotating electrical machine MG2 passes through zero. Therefore, also in this case, the direction of the torque acting on the gear constituting each rotating element of the differential gear device G is not suddenly reversed, and the rattling of the gear can be suppressed.

  Further, in the continuously variable low speed mode, the second rotating electrical machine MG2 is basically MG2 torque in the positive direction in a state where it is drivingly connected to the output shaft O via the third planetary gear mechanism PG3 as shown in FIG. It fulfills the function of assisting the engine torque TE by outputting T2. However, as shown in FIG. 6, when the second rotating electrical machine MG2 is in a state where the first rotating electrical machine MG1 is in a state where the rotational speed of the first rotating electrical machine MG1 is positive and the first rotating electrical machine MG1 is in the middle of the continuously variable low speed mode, In order to generate electric power consumed by the first rotating electrical machine MG1, a negative MG2 torque T2 is output. Also in this case, as shown in FIG. 5, as the rotational speed of the first rotating electrical machine MG1 passes through zero, the direction of the torque is reversed after the MG2 torque T2 once becomes zero. Therefore, also in this case, the direction of the torque acting on the gear constituting each rotating element of the differential gear device G is not suddenly reversed, and the rattling of the gear can be suppressed. Further, in the continuously variable high speed mode, as shown in FIGS. 8 to 10, the second rotating electrical machine MG2 outputs the negative MG2 torque T2 as a reaction force against the engine torque TE. Therefore, when switching from the continuously variable low speed mode to the continuously variable high speed mode, the direction of the MG2 torque T2 of the second rotating electrical machine MG2 remains in the negative direction. Therefore, due to the torque of the second rotating electrical machine MG2, the direction of the torque acting on the gears constituting each rotating element of the differential gear device G is not reversed at the time of mode switching, and the rattling of the gear occurs. Can be suppressed.

  Further, when the rotational speed of the output shaft O is gradually increased from zero in the continuously variable low speed mode, the rotational speed of the first rotating electrical machine MG1 that receives the reaction force is positive until it passes from zero to zero and becomes positive. To change. Then, when the rotational speeds of the first rotating electrical machine MG1 (second ring gear r2) and the output shaft O (third carrier ca3) become the same speed, the clutch C between them is engaged, thereby engaging the clutch. Switch to continuously variable high-speed mode without causing a shock. Further, when the rotational speed of the output shaft O is increased in the continuously variable high-speed mode, the rotational speed of the second rotating electrical machine MG2 that receives the reaction force passes through zero in the process of changing from the positive state to the negative direction. As described above, in the hybrid drive device H according to the present embodiment, in both the continuously variable low speed mode and the continuously variable high speed mode, any of the rotating electrical machines MG1 and MG2 that receive the reaction force has no rotation speed. It is configured to pass through the electrical conversion point. Therefore, the absolute value of the rotational speed of the rotating electrical machines MG1 and MG2 that receive the reaction force can be kept relatively low. Therefore, it is possible to suppress the loss when converting the work of the input shaft I (engine E) into electric power and to increase the energy efficiency of the hybrid drive device H.

2. Second Embodiment Next, a second embodiment of the present invention will be described. FIG. 11 is a skeleton diagram showing the configuration of the hybrid drive device H according to the present embodiment, and the lower half configuration symmetrical to the central axis is omitted as in FIG. The hybrid drive device H is provided with a switchable mode between a continuously variable low-speed mode, a continuously variable high-speed mode, and a parallel mode, and also relates to operations of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 in each mode. Thus, although the same as in the first embodiment, 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.

2-1. Configuration of Each Part of Hybrid Drive Device As shown in FIG. 11, 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 mechanism PG that constitute the differential gear device G. The specific configuration of the planetary gear mechanism PG3 is different from that of the first embodiment. In the present embodiment, the first planetary gear mechanism PG1 corresponds to the “first differential gear mechanism G1” in the present invention, and the second planetary gear mechanism PG2 corresponds to the “second differential gear mechanism G2” in the present invention. The third planetary gear mechanism PG3 corresponds to the “third differential gear mechanism G3” in the present invention. Hereinafter, each structure of each planetary gear mechanism PG1-PG3 is demonstrated in detail.

  The first planetary gear mechanism PG1 functioning as the first differential gear mechanism G1 is a single pinion type planetary gear mechanism. That is, the first planetary gear mechanism PG1 includes a first carrier ca1 that supports a plurality of pinion gears, and a first sun gear s1 and a first ring gear r1 that mesh with the pinion gears, respectively, as rotating elements. The first sun gear s1 is drivingly coupled so as to rotate integrally with the rotor Ro2 of the second rotating electrical machine MG2. Accordingly, the first sun gear s1 serves as the second rotating electrical machine connecting element Em2. The first carrier ca1 is drivingly connected so as to rotate integrally with the second carrier ca2 of the second planetary gear mechanism PG2 and the output shaft O, and the third sun gear s3 of the third planetary gear mechanism PG3 via the clutch C. And selectively coupled to the rotor Ro1 of the first rotating electrical machine MG1. Therefore, the first carrier ca1 is the output rotation element Eo. The first ring gear r1 is drivingly connected so as to rotate integrally with the third ring gear r3 (fixed rotating element Ef) of the third planetary gear mechanism PG3, and is selectively fixed to the case Dc by the brake B. As shown in FIGS. 12 to 18, these three rotating elements of the first planetary gear mechanism PG <b> 1 are a first sun gear s <b> 1, a first carrier ca <b> 1, and a first ring gear r <b> 1 in order of rotational speed. Therefore, in the present embodiment, the first sun gear s1, the first carrier ca1, and the first ring gear r1 are respectively referred to as “first rotating element e1”, “second rotating element e2” of the first differential gear mechanism G1, This corresponds to “third rotation element e3”.

  The second planetary gear mechanism PG2 functioning as the second differential gear mechanism G2 is a single pinion type planetary gear mechanism. That is, the second planetary gear mechanism PG2 includes, as rotating elements, a second carrier ca2 that supports a plurality of pinion gears, and a second sun gear s2 and a second ring gear r2 that mesh with the pinion gears. The second sun gear s2 is drivingly connected so as to rotate integrally with the input shaft I. Accordingly, the second sun gear s2 serves as the input member connecting element Ei. The second carrier ca2 is drivingly connected so as to rotate integrally with the first carrier ca1 (output rotation element Eo) and the output shaft O of the first planetary gear mechanism PG1, and via the clutch C, the third planetary gear mechanism. It is selectively drive-coupled to the third sun gear s3 of PG3 and the rotor Ro1 of the first rotating electrical machine MG1. The second ring gear r2 is drivingly connected so as to rotate integrally with the third carrier ca3 of the third planetary gear mechanism PG3. In the present embodiment, the third planetary gear mechanism PG3 functions as the third differential gear mechanism G3. Accordingly, the second ring gear r2 serves as the connecting rotation element Ec. As shown in FIGS. 12 to 18, these three rotating elements of the second planetary gear mechanism PG <b> 2 are a second sun gear s <b> 2, a second carrier ca <b> 2, and a second ring gear r <b> 2 in order of rotational speed. Therefore, in the present embodiment, the second sun gear s2, the second carrier ca2, and the second ring gear r2 are respectively connected to the “first rotating element e1”, the “second rotating element e2” of the second differential gear mechanism G2, This corresponds to “third rotation element e3”.

  The third planetary gear mechanism PG3 functioning as the third differential gear mechanism G3 is a single pinion type planetary gear mechanism. That is, the third planetary gear mechanism PG3 includes, as rotating elements, a third carrier ca3 that supports a plurality of pinion gears, and a third sun gear s3 and a third ring gear r3 that respectively mesh with the pinion gears. The third sun gear s3 is drivingly connected so as to rotate integrally with the rotor Ro1 of the first rotating electrical machine MG1, and is connected to the first carrier ca1 (output rotating element Eo) of the first planetary gear mechanism PG1 via the clutch C. The second planetary gear mechanism PG2 is selectively driven and connected to the second carrier ca2 and the output shaft O. Accordingly, the third sun gear s3 is the first rotating electrical machine connecting element Em1. The third carrier ca3 is drivably coupled so as to rotate integrally with the second ring gear r2 (coupled rotation element Ec) of the second planetary gear mechanism PG2. The third ring gear r3 is drivingly connected so as to rotate integrally with the first ring gear r1 of the first planetary gear mechanism PG1, and is selectively fixed to the case Dc by the brake B. Therefore, the third ring gear r3 is a fixed rotation element Ef. As shown in FIGS. 12 to 18, these three rotating elements of the third planetary gear mechanism PG <b> 3 are a third sun gear s <b> 3, a third carrier ca <b> 3, and a third ring gear r <b> 3 in order of rotational speed. Therefore, in the present embodiment, the third sun gear s3, the third carrier ca3, and the third ring gear r3 are respectively connected to the “first rotation element e1”, “second rotation element e2”, and the third differential gear mechanism G3. This corresponds to “third rotation element e3”.

  In this hybrid drive device H, the rotational element type of the second sun gear s2 as the input member coupling element Ei in the second planetary gear mechanism PG2 (second differential gear mechanism G2) and the third planetary gear mechanism PG3 (third The rotation element type of the third ring gear r3 as the fixed rotation element Ef in the differential gear mechanism G3) is set to be the same. The rotation element type here is one of the intermediate rotation element that is intermediate in order of the rotation speed among the three rotation elements of each planetary gear mechanism PG1 to PG3 and the end rotation element other than the intermediate rotation element. The intermediate rotation element corresponds to the second rotation element e2, and the end rotation element corresponds to both the first rotation element e1 and the third rotation element e3. In the present embodiment, since the second sun gear s2 as the input member coupling element Ei is an end rotation element (here, the first rotation element e1), the third ring gear r3 as the fixed rotation element Ef is also an end rotation element (here The third rotation element e3). In the present application, when one of the input member connecting element Ei and the fixed rotating element Ef is the first rotating element e1 and the other is the third rotating element e3, the input member connecting element Ei and the fixed rotating element Ef When both are either the first rotation element e1 or the third rotation element e3, the rotation element type is considered to be the same for the end rotation element in any case. The third sun gear s3 as the first rotating electrical machine connecting element Em1 of the third planetary gear mechanism PG3 (third differential gear mechanism G3) is an end rotating element (here, the first rotation) of the third planetary gear mechanism PG3. Element e1).

2-2. Mode of Hybrid Drive Device Next, modes that can be realized by the hybrid drive device H according to the present embodiment will be described. The operation table showing the operation states of the clutch C and the brake B in each mode in the hybrid drive device H is the same as FIG. 12 to 18 show velocity diagrams of the differential gear device G. FIGS. 12 to 14 are velocity diagrams in the continuously variable low speed mode, FIG. 15 is a velocity diagram in the parallel mode, and FIG. To FIG. 18 respectively show velocity diagrams in the continuously variable high speed mode. The description method of these velocity diagrams is the same as that in FIGS. 4 to 10 according to the first embodiment.

  As shown in FIG. 3 and FIGS. 12 to 18, the hybrid drive device H can switch between three modes: a continuously variable low speed mode, a continuously variable high speed mode, and a parallel mode, as in the first embodiment. It is the composition in preparation for. However, in this embodiment, the transmission state of the driving force of the first rotating electrical machine MG1 as a reaction force receiver and the transmission of the driving force from the input shaft I (engine E) to the output shaft O, particularly in the continuously variable low speed mode. The state is different from that of the first embodiment. Hereinafter, the operation state of the hybrid drive device H in each mode will be described in detail.

2-3. Infinitely low speed mode In the infinitely low speed mode, the torque of the first rotating electrical machine MG1 is transmitted to the output shaft O while the torque of the first rotating electrical machine MG1 is used as the reaction force, and the first rotating electrical machine MG1 that receives the reaction force is transmitted. In this mode, the rotational speed of the input shaft I is changed steplessly by changing the rotational speed and transmitted to the output shaft O. As shown in FIG. 3, the continuously variable low speed mode is realized by setting the brake B to the engaged state and the clutch C to the released state. In the continuously variable low speed mode, the first rotating electrical machine MG1 basically outputs a positive torque as a reaction torque across the entire region. Therefore, in this continuously variable low speed mode, the first rotating electrical machine MG1 functions as a reaction force receiver for the torque of the input shaft I. On the other hand, the second rotating electrical machine MG2 functions as an auxiliary rotating electrical machine that assists the torque of the input shaft I (engine E) transmitted to the output shaft O. In the continuously variable low speed mode, the torque of the input shaft I is transmitted to the output shaft O with a torque conversion ratio larger than that of the continuously variable high speed mode described later.

  In the continuously variable low speed mode, the second planetary gear mechanism PG2 has the input shaft I drivingly connected to the second sun gear s2, which is one end in the order of rotational speed, as shown as a straight line PG2 in FIGS. The reaction torque from the first rotating electrical machine MG1 is transmitted to the second ring gear r2 at the end via the third planetary gear mechanism PG3. As a result, the second planetary gear mechanism PG2 synthesizes the torque of the input shaft I (engine E) (engine torque TE) and the torque of the first rotating electrical machine MG1 (MG1 torque T1), and amplifies the engine torque TE. Torque is transmitted to the output shaft O. Here, since the gear ratio of the second planetary gear mechanism PG2 is λ2 (λ2 <1), the engine torque TE is amplified by (1 + λ2) / λ2 times and transmitted to the output shaft O. At this time, the engine E outputs the engine torque TE in the forward direction while being controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally along the optimum fuel consumption characteristics).

  In the continuously variable low-speed mode, the third planetary gear mechanism PG3 amplifies the first rotating electrical machine MG1 without reversing the direction of the torque, and the third planetary gear mechanism PG3 rotates integrally with the second ring gear r2. It is transmitted to the three carriers ca3. At this time, the first rotating electrical machine MG1 outputs a torque in the positive direction (MG1 torque T1). At this time, as shown as a straight line PG3 in FIGS. 12 to 14, in the third planetary gear mechanism PG3, the first rotating electrical machine MG1 is drivingly connected to the third sun gear s3 that is one end in order of the rotational speed, and the other end The third ring gear r3 is fixed to the case Dc by the brake B. Therefore, the rotational speed of the third sun gear s3 is reduced and transmitted to the second ring gear r2 of the second planetary gear mechanism PG2 that is drivingly connected to the third carrier ca3 that is intermediate in the order of rotational speed. Therefore, the third planetary gear mechanism PG3 amplifies and transmits the MG1 torque T1 of the first rotating electrical machine MG1 to the second ring gear r2. Here, since the gear ratio of the third planetary gear mechanism PG3 is λ3 (λ3 <1), the MG1 torque T1 of the first rotating electrical machine MG1 is amplified to (1 + λ3) / λ3 times and transmitted to the output shaft O. Is done. In the present embodiment, the torque from the first rotating electrical machine MG1 thus amplified becomes a reaction force against the torque of the input shaft I. Since the MG1 torque T1 is amplified and transmitted to the output shaft O in this way, it is easy to reduce the size of the first rotating electrical machine MG1.

  In the continuously variable low speed mode, the first rotating electrical machine MG1 basically outputs the MG1 torque T1 in the positive direction. When the vehicle travels at a low speed including a state where the rotational speed of the output shaft O is zero (when the vehicle starts), the rotational speed of the first rotating electrical machine MG1 is negative as shown in FIG. Thereafter, as the rotational speed (vehicle speed) of the output shaft O gradually increases, the rotational speed of the first rotating electrical machine MG1 increases. Then, as shown in FIG. 13, the first electrical rotating machine MG1 passes through the non-electric conversion point where the rotational speed becomes zero, and as shown in FIG. 14, the rotational speed of the first rotating electrical machine MG1 becomes positive. The first rotating electrical machine MG1 functions as a generator to generate electric power when the rotational speed is negative, and functions as a motor and powers when the rotational speed is positive.

  In the continuously variable low speed mode, the first planetary gear mechanism PG1 decelerates the rotation of the second rotating electrical machine MG2 and transmits it to the output shaft O, and amplifies the torque of the second rotating electrical machine MG2 (MG2 torque T2). And transmitted to the output shaft O. At this time, the second rotating electrical machine MG2 basically outputs a torque in the positive direction (MG2 torque T2), thereby transmitting the input shaft I (engine E) transmitted to the output shaft O via the second planetary gear mechanism PG2. ) To assist the torque. However, as will be described later, the second rotating electrical machine MG2 may output a negative MG2 torque T2 in accordance with the operating state of the first rotating electrical machine MG1. As shown in FIGS. 12 to 14 as a straight line PG1, the first planetary gear mechanism PG1 has a second rotating electrical machine MG2 drivingly connected to the first sun gear s1 that is one end in order of rotational speed, and the second planetary gear mechanism PG1 that is the other end. One ring gear r1 is fixed to the case Dc by the brake B. Therefore, the rotational speed of the second rotating electrical machine MG2 is decelerated and transmitted to the output shaft O that is drivingly connected to the first carrier ca1 that is intermediate in the order of the rotational speed. Therefore, the first planetary gear mechanism PG1 amplifies the torque of the second rotating electrical machine MG2 and transmits it to the output shaft O. Here, since the gear ratio of the first planetary gear mechanism PG1 is λ1 (λ1 <1), the torque of the second rotating electrical machine MG2 is amplified by (1 + λ1) / λ1 and transmitted to the output shaft O. . By thus amplifying the MG2 torque T2 and transmitting it to the output shaft O, it is easy to reduce the size of the second rotating electrical machine MG2. In this continuously variable low speed mode, the second rotating electrical machine MG2 that functions as an auxiliary rotating electrical machine is drivingly connected to the output shaft O so as to rotate at a constant rotational speed ratio. Therefore, regenerative braking can be performed efficiently even when the vehicle is decelerated.

  In the continuously variable low speed mode, the rotation speed of the second rotating electrical machine MG2 is always positive. Then, the second rotating electrical machine MG2 outputs a torque (MG2 torque T2) having a direction corresponding to the operating state of the first rotating electrical machine MG1. That is, as shown in FIG. 12, when the rotation speed of the first rotating electrical machine MG1 is negative and the first rotating electrical machine MG1 is generating power, the second rotating electrical machine MG2 is generated by the first rotating electrical machine MG1. It consumes electric power and functions as a motor to power and output torque in the positive direction. As shown in FIG. 14, when the rotation speed of the first rotating electrical machine MG1 is positive and the first rotating electrical machine MG1 is powering, the second rotating electrical machine MG2 consumes power consumed by the first rotating electrical machine MG1. To generate electric power by generating a negative torque. On the other hand, as shown in FIG. 13, the MG2 torque T2 output by the second rotating electrical machine MG2 is set to zero at the non-electric conversion point where the rotational speed of the first rotating electrical machine MG1 becomes zero. As described above, when the first rotary electric machine MG1 and the second rotary electric machine MG2 have neither power generation nor power running during the continuously variable low speed mode, the work of the input shaft I (engine E) is converted into electric power. Loss can be reduced, and the energy efficiency of the hybrid drive device H can be increased. Further, when the first rotating electrical machine MG1 and the second rotating electrical machine MG2 generate or power run, one of them consumes the generated power and power runs, so the entire hybrid controller H in the continuously variable low speed mode The power balance can be basically zero. Therefore, since the state of charge of the battery 11 as the power storage device can be made not to fluctuate greatly, the continuously variable low speed mode can be executed for a long time. As described above, when the rotational speed of the output shaft O gradually increases from the zero state, the rotational speed of the first rotating electrical machine MG1 changes from negative to positive through zero. Accordingly, the second rotating electrical machine MG2 changes from a state in which a positive torque is output to a state in which a negative torque is output through a zero torque state.

In the continuously variable low speed mode, the torque conversion ratio when the torque of the input shaft I is transmitted to the output shaft O is as follows. That is, when the torque of the input shaft I transmitted to the output shaft O is TIo, the torque TIo is obtained by the following equation (3).
TIo = TE × {(1 + λ2) / λ2} (3)
Therefore, in the continuously variable low speed mode, the torque of the input shaft I is amplified and transmitted to the output shaft O. For example, when λ2 = 0.5, TIo is 3TE. That is, in this case, the torque conversion ratio (= [torque of the output shaft O] / [torque of the input shaft I]) in the continuously variable low speed mode is 3, and the torque TE of the input shaft I is tripled to the output shaft. To O. Further, the MG2 torque T2 output from the second rotating electrical machine MG2 is also amplified and transmitted to the output shaft O by (1 + λ1) / λ1 times by the first planetary gear mechanism PG1.

  As described above, the continuously variable low speed mode is used in a state where the vehicle speed is relatively low because the torque of the input shaft I (engine E), that is, the engine torque TE can be amplified and transmitted to the output shaft O. Suitable as a low speed mode. In the present embodiment, in the continuously variable low speed mode, the rotation speed of the first rotating electrical machine MG1 (third sun gear s3) is changed from the state where the rotation speed of the output shaft O is zero (when the vehicle starts) to the output shaft O (first sun gear s3). The first carrier ca1 and the second carrier ca2) are used until they coincide with the rotational speed. That is, in the continuously variable low speed mode, when the rotational speed of the engine E is constant, the rotational speeds of both the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are increased from the state where the rotational speed of the output shaft O is zero. Thus, the rotational speed of the output shaft O is gradually increased to start the vehicle. Then, if the rotational speed of the output shaft O increases and the rotational speed of the first rotating electrical machine MG1 matches the rotational speed of the output shaft O, the clutch C is engaged to switch from the continuously variable low speed mode to the parallel mode. It is done. If the brake B is released simultaneously with the engagement of the clutch C, the continuously variable low speed mode is switched to the continuously variable high speed mode. This mode switching is a synchronous switching in which the rotational speeds of the engaging members on both sides of the clutch C engaged at this time are engaged in the same state.

2-4. Parallel Mode The parallel mode is a mode in which the rotational speed of the input shaft I can be changed at a constant gear ratio and the torque in the positive direction can be transmitted to the output shaft O. As shown in FIG. 3, the parallel mode is realized by bringing both the brake B and the clutch C into an engaged state. In this parallel mode, when the clutch C is engaged, the output shaft O, the first carrier ca1, and the second carrier ca2, and the first rotating electrical machine MG1 and the third sun gear s3 are driven to rotate integrally. Connected. As a result, the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 are integrally operated. As shown in FIG. 15, all the planetary gear mechanisms are shown on the velocity diagram. The lines representing PG1 to PG3 are the same straight line. When the brake B is engaged, the first ring gear r1 and the third ring gear r3 are fixed to the case Dc. Thereby, in the parallel mode, the rotational speeds of the output shaft O, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 are determined in proportion to the rotational speed of the input shaft I. Therefore, in the parallel mode, it is possible to travel by transmitting the torque of the input shaft I (engine E) to the output shaft O without operating one or both of the first rotating electrical machine MG1 and the second rotating electrical machine MG2. Become. Here, the rotational speed of the input shaft I is decelerated and transmitted to the output shaft O.

  In the parallel mode, as shown as straight lines PG1, PG2, and PG3 in FIG. 15, lines representing the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 on the velocity diagram. Are in a straight line, and all the planetary gear mechanisms PG1 to PG3 constituting the differential gear device G are in a state of operating integrally. In the parallel mode, the differential gear device G has a total of five rotating elements. The five rotating elements of the differential gear unit G are the first sun gear s1 that rotates together with the second rotating electrical machine MG2 and the first shaft that rotates together with the input shaft I (engine E) in the order of rotation speed from the left side in FIG. The second sun gear s2, the output shaft O, the first carrier ca1, the second carrier ca2, and the third sun gear s3 that rotate integrally with the first rotating electrical machine MG1, the second ring gear r2 and the third carrier ca3 as the connecting rotary element Ec, the brake A first ring gear r1 and a third ring gear r3 fixed to the case Dc by B. As described above, the first ring gear r1 and the third ring gear r3 constituting one rotating element are fixed to the case Dc in a state where the entire differential gear device G operates integrally, whereby the input shaft I According to the rotational speed of (engine E), the rotational speeds of output shaft O, first rotating electrical machine MG1, and second rotating electrical machine MG2 are determined. In addition, in the order of the rotational speed, a rotating element that is drivingly connected to the output shaft O is provided between the rotating element that is fixed to the case Dc by the brake B and the rotating element that is drivingly connected to the input shaft I. As a result, the rotational speed of the input shaft I (engine E) is reduced and transmitted to the output shaft O.

  The control of the engine E, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 in this parallel mode, the method of using this parallel mode, the method of switching between other modes, and the like have already been described. This is the same as the embodiment.

2-5. Continuously high-speed mode In the continuously variable high-speed mode, the torque of the second rotating electrical machine MG2 is transmitted to the output shaft O using the torque of the second rotating electrical machine MG2 as a reaction force, and the second rotating electrical machine MG2 that receives the reaction force is transmitted. In this mode, the rotational speed of the input shaft I is changed steplessly by changing the rotational speed and transmitted to the output shaft O. As shown in FIG. 3, the continuously variable high speed mode is realized by setting the clutch C to the engaged state and the brake B to the released state. In this continuously variable high speed mode, the output shaft O, the first carrier ca1, and the second carrier ca2, the first rotating electrical machine MG1, and the third sun gear s3 are rotated together by the clutch C being engaged. Is connected to the drive. As a result, the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 are integrally operated. As shown in FIGS. The lines representing the planetary gear mechanisms PG1 to PG3 are collinear. In the continuously variable high-speed mode, the second rotating electrical machine MG2 basically outputs a negative torque as a reaction torque across the entire area. Therefore, in this continuously variable high speed mode, the second rotating electrical machine MG2 functions as a reaction force receiver for the torque of the input shaft I. On the other hand, the first rotating electrical machine MG1 functions as an auxiliary rotating electrical machine that assists the torque of the input shaft I (engine E) transmitted to the output shaft O. In the continuously variable high speed mode, the torque of the input shaft I is transmitted to the output shaft O with a torque conversion ratio smaller than that of the continuously variable low speed mode.

  In the continuously variable high-speed mode, as in the parallel mode, the lines representing the first planetary gear mechanism PG1, the second planetary gear mechanism PG2, and the third planetary gear mechanism PG3 on the velocity diagram are the same straight line, All the planetary gear mechanisms PG <b> 1 to PG <b> 3 constituting the dynamic gear device G are in a state of operating integrally. Therefore, even in this continuously variable high speed mode, the differential gear device G has a total of five rotating elements. However, in the continuously variable high-speed mode, the mode is realized using substantially only three rotating elements among the five rotating elements of the differential gear device G. Of these three rotating elements, the second sun gear s2 that is intermediate in the order of rotational speed is drivingly connected so as to rotate integrally with the input shaft I (engine E). The first sun gear s1, which is one end in the order of the rotation speed among the three rotation elements, is drivingly connected so as to rotate integrally with the second rotating electrical machine MG2. Of the three rotating elements, the first carrier ca1, the second carrier ca2, and the third sun gear s3, which are the other ends in the order of the rotational speed, are drivingly connected so as to rotate integrally with the output shaft O and the first rotating electrical machine MG1. Yes. Then, the second rotating electrical machine MG2 outputs a torque in the negative direction as a reaction torque against the engine torque TE of the input shaft I (engine E), whereby the engine torque TE is transmitted to the output shaft O. In addition, the rotational speed of the input shaft I can be steplessly changed and transmitted to the output shaft O by changing the rotational speed of the second rotating electrical machine MG2 serving as a reaction force receiver. At this time, the engine E outputs the engine torque TE in the forward direction while being controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally along the optimum fuel consumption characteristics).

  In the continuously variable high speed mode, the second rotating electrical machine MG2 basically outputs the MG1 torque T1 in the negative direction. As shown in FIG. 16, when the rotation speed of the output shaft O is relatively low, the rotation speed of the second rotating electrical machine MG2 is positive. Thereafter, as the rotational speed (vehicle speed) of the output shaft O gradually increases, the rotational speed of the second rotating electrical machine MG2 decreases. Then, as shown in FIG. 17, it passes through the non-electric conversion point where the rotation speed of the second rotary electric machine MG2 becomes zero, and as shown in FIG. 18, the rotation speed of the second rotary electric machine MG2 becomes negative. The second rotating electrical machine MG2 functions as a generator to generate electric power when the rotational speed is positive, and functions as a motor and powers when the rotational speed is negative.

  On the other hand, the first rotating electrical machine MG1 is drive-coupled so as to rotate integrally with the output shaft O, and basically transmits input torque to the output shaft O by outputting a positive torque (MG1 torque T1). Assist the torque of the shaft I (engine E). However, as will be described later, the first rotating electrical machine MG1 may output a negative MG1 torque T1 in accordance with the operating state of the second rotating electrical machine MG2. In the continuously variable high speed mode, the first rotating electrical machine MG1 that functions as an auxiliary rotating electrical machine is drivingly connected to the output shaft O so as to rotate integrally therewith. Therefore, regenerative braking can be performed efficiently even when the vehicle is decelerated. Thus, in the continuously variable low speed mode and the continuously variable high speed mode, the rotating electrical machines MG1 and MG2 that receive the reaction force of the torque of the input shaft I (engine E) are alternated. The rotating electrical machines MG1 and MG2 other than the rotating electrical machines MG1 and MG2 that receive the reaction force function as auxiliary rotating electrical machines.

  In the continuously variable high speed mode, the rotation speed of the first rotating electrical machine MG1 is always positive. And 1st rotary electric machine MG1 outputs the torque (MG1 torque T1) of the direction according to the operation state of 2nd rotary electric machine MG2. That is, as shown in FIG. 16, when the rotation speed of the second rotating electrical machine MG2 is positive and the second rotating electrical machine MG2 is generating power, the first rotating electrical machine MG1 is generated by the second rotating electrical machine MG2. It consumes electric power and functions as a motor to power and output torque in the positive direction. As shown in FIG. 18, when the rotation speed of the second rotating electrical machine MG2 is negative and the second rotating electrical machine MG2 is powering, the first rotating electrical machine MG1 consumes power consumed by the second rotating electrical machine MG2. To generate electric power by generating a negative torque. On the other hand, as shown in FIG. 17, the MG1 torque T1 output from the first rotating electrical machine MG1 is set to zero at the non-electric conversion point where the rotational speed of the second rotating electrical machine MG2 becomes zero. As described above, when the first rotary electric machine MG1 and the second rotary electric machine MG2 have neither power generation nor power running during the continuously variable high-speed mode, the work of the input shaft I (engine E) is converted into electric power. Loss can be reduced, and the energy efficiency of the hybrid drive device H can be increased. Further, when the first rotating electrical machine MG1 and the second rotating electrical machine MG2 generate or power run, the other consumes the generated power and powers the other, so the hybrid controller H in the continuously variable high-speed mode The power balance can be basically zero. Therefore, since the state of charge of the battery 11 as the power storage device can be made not to fluctuate greatly, the continuously variable high-speed mode can be executed for a long time. As described above, when the rotation speed of the output shaft O gradually increases, the rotation speed of the second rotating electrical machine MG2 changes from positive to negative through zero. Therefore, the first rotating electrical machine MG1 changes from a state in which a positive torque is output to a state in which a negative torque is output through a zero torque state.

In the continuously variable high speed mode, the torque conversion ratio when the torque of the input shaft I is transmitted to the output shaft O is as follows. That is, when the torque of the input shaft I transmitted to the output shaft O is TIo, the torque TIo is obtained by the following equation (4).
TIo = TE × [{λ2 (1 + λ3) −λ1} / λ2 (1 + λ3)] (4)
Therefore, in the continuously variable high speed mode, the torque of the input shaft I is attenuated and transmitted to the output shaft O. For example, when λ1 = 0.4, λ2 = 0.5, and λ3 = 0.6, TIo is 0.5TE. That is, in this case, the torque conversion ratio (= [torque of output shaft O] / [torque of input shaft I]) in the continuously variable high-speed mode is 0.5, and the torque TE of the input shaft I is 0.5 times. And transmitted to the output shaft O. Further, MG1 torque T1 output from the first rotating electrical machine MG1 is also transmitted to the output shaft O.

  As described above, the continuously variable high-speed mode is a mode in which the torque of the input shaft I (engine E), that is, the engine torque TE is attenuated and transmitted to the output shaft O, so that it is used at a relatively high vehicle speed. Suitable for high speed mode. In the present embodiment, in the continuously variable high speed mode, in the continuously variable low speed mode, the rotational speed of the first rotating electrical machine MG1 increases so as to gradually increase the rotational speed of the output shaft O, and the first rotating electrical machine MG1 (third sun gear) It is used in a state where the rotational speed of the output shaft O is higher than the state where the rotational speed of s3) and the rotational speed of the output shaft O (the first carrier ca1 and the second carrier ca2) coincide. That is, in the continuously variable high speed mode, when the rotation speed of the engine E is constant, the rotation speed of the second rotary electric machine MG2 is changed from the state in which the rotation speed of the first rotary electric machine MG1 matches the rotation speed of the output shaft O. The vehicle is accelerated by lowering and increasing the rotation speed of the output shaft O and the first rotating electrical machine MG1. Further, the rotational speed of the first ring gear r1 and the third ring gear r3 is made zero by increasing the rotational speed of the input shaft I (engine E) or decreasing the rotational speed of the output shaft O and the first rotating electrical machine MG1. If the brake B is engaged, the stepless high speed mode can be switched to the parallel mode. If the clutch C is released simultaneously with the engagement of the brake B, the continuously variable high speed mode is switched to the continuously variable low speed mode. This mode switching is a synchronous switching in which the engaging members on both sides of the brake B engaged at this time are engaged in the same rotational speed. Note that it is also possible to switch the mode by engaging the brake B without performing the control to make the rotation speeds of the first ring gear r1 and the third ring gear r3 zero.

2-6. Operation of the rotating electrical machine over different modes As described above, the first rotating electrical machine MG1 outputs the MG1 torque T1 in the positive direction as a reaction force against the engine torque TE in the continuously variable low speed mode, as shown in FIGS. To do. Further, in the continuously variable high speed mode, as shown in FIG. 16, the first rotating electrical machine MG1 is basically connected to the output shaft O and outputs the MG1 torque T1 in the positive direction to assist the engine torque TE. Fulfills the function of Therefore, when switching from the continuously variable low speed mode to the continuously variable high speed mode, the direction of the MG1 torque T1 of the first rotating electrical machine MG1 remains in the positive direction. Therefore, due to the torque of the first rotating electrical machine MG1, the direction of the torque acting on the gears constituting each rotating element of the differential gear device G is not reversed at the time of mode switching, and the rattling of the gear occurs. Can be suppressed. As shown in FIG. 18, the first rotating electrical machine MG1 is in a state where the second rotating electrical machine MG2 is in a state where the rotational speed of the second rotating electrical machine MG2 is negative and the second rotating electrical machine MG2 is in a power running state in the continuously variable high speed mode. In order to generate electric power consumed by the two-rotary electric machine MG2, a negative MG1 torque T1 is output. However, also in this case, as shown in FIG. 17, the direction of the torque is reversed after the MG1 torque T1 once becomes zero as the rotational speed of the second rotating electrical machine MG2 passes through zero. Therefore, also in this case, the direction of the torque acting on the gear constituting each rotating element of the differential gear device G is not suddenly reversed, and the rattling of the gear can be suppressed.

  Further, in the continuously variable low speed mode, the second rotating electrical machine MG2 is basically MG2 torque in the positive direction while being connected to the output shaft O via the first planetary gear mechanism PG1 as shown in FIG. It fulfills the function of assisting the engine torque TE by outputting T2. However, as shown in FIG. 14, when the second rotating electrical machine MG2 is in a state where the first rotating electrical machine MG1 is in a state where the rotational speed of the first rotating electrical machine MG1 is positive and the first rotating electrical machine MG1 is in a power running state during the continuously variable low speed mode. In order to generate electric power consumed by the first rotating electrical machine MG1, a negative MG2 torque T2 is output. Also in this case, as shown in FIG. 13, as the rotational speed of the first rotating electrical machine MG1 passes through zero, the direction of the torque is reversed after the MG2 torque T2 once becomes zero. Therefore, also in this case, the direction of the torque acting on the gear constituting each rotating element of the differential gear device G is not suddenly reversed, and the rattling of the gear can be suppressed. Further, in the continuously variable high speed mode, as shown in FIGS. 16 to 18, the second rotating electrical machine MG2 outputs the negative MG2 torque T2 as a reaction force against the engine torque TE. Therefore, when switching from the continuously variable low speed mode to the continuously variable high speed mode, the direction of the MG2 torque T2 of the second rotating electrical machine MG2 remains in the negative direction. Therefore, due to the torque of the second rotating electrical machine MG2, the direction of the torque acting on the gears constituting each rotating element of the differential gear device G is not reversed at the time of mode switching, and the rattling of the gear occurs. Can be suppressed.

  Further, when the rotational speed of the output shaft O is gradually increased from zero in the continuously variable low speed mode, the rotational speed of the first rotating electrical machine MG1 that receives the reaction force is positive until it passes from zero to zero and becomes positive. To change. Then, when the rotational speeds of the first rotating electrical machine MG1 (third sun gear s3) and the output shaft O (first carrier ca1 and second carrier ca2) become the same speed, the clutch C between them is engaged. Thus, switching to the continuously variable high speed mode is performed without causing an engagement shock. Further, when the rotational speed of the output shaft O is increased in the continuously variable high-speed mode, the rotational speed of the second rotating electrical machine MG2 that receives the reaction force passes through zero in the process of changing from the positive state to the negative direction. As described above, in the hybrid drive device H according to the present embodiment, in both the continuously variable low speed mode and the continuously variable high speed mode, any of the rotating electrical machines MG1 and MG2 that receive the reaction force has no rotation speed. It is configured to pass through the electrical conversion point. Therefore, the absolute value of the rotational speed of the rotating electrical machines MG1 and MG2 that receive the reaction force can be kept relatively low. Therefore, it is possible to suppress the loss when converting the work of the input shaft I (engine E) into electric power and to increase the energy efficiency of the hybrid drive device H.

3. Third Embodiment Next, a third embodiment of the present invention will be described using only a velocity diagram. 19 to 21 show speed diagrams of the differential gear device G according to the present embodiment, FIG. 19 is a speed diagram in the continuously variable low speed mode, and FIG. 20 is a speed diagram in the parallel mode. FIG. 21 shows velocity diagrams in the continuously variable high speed mode. The description method of these velocity diagrams is almost the same as that in FIGS. 4 to 10 according to the first embodiment. However, in this embodiment, since the specific structure of the differential gear apparatus G is not limited, each rotation element of the three differential gear mechanisms G1-G3 is represented by ac. Specifically, the three rotation elements of the first differential gear mechanism G1 are a1, b1, c1 in the order of rotation speed, and the three rotation elements of the second differential gear mechanism G2 are a2, b2, c2 in the order of rotation speed. The three rotational elements of the third differential gear mechanism G3 are represented as a3, b3, and c3 in the order of rotational speed. Accordingly, a1, a2, and a3 correspond to the “first rotating element e1” of each differential gear mechanism G1 to G3, and b1, b2, and b3 correspond to the “second rotating element e2” of each differential gear mechanism G1 to G3. And c1, c2, and c3 correspond to the “third rotating element e3” of each of the differential gear mechanisms G1 to G3.

  The hybrid drive device H according to this embodiment is similar to the configuration of the hybrid drive device H according to the first embodiment, but is a rotating element that is drivingly connected to the output shaft O in the first differential gear mechanism G1. And a rotating element that is drivingly connected to the second rotating electrical machine MG2. Accordingly, the position of the rotating element that is drivingly connected to the first rotating electrical machine MG1 and the position where the clutch C is provided in the third differential gear mechanism G3 are also different from those in the first embodiment.

  Specifically, the first rotating element e1 (a1) of the first differential gear mechanism G1 is driven to rotate integrally with the output shaft O and the first rotating element e1 (a2) of the second differential gear mechanism G2. In addition, the first rotary element e1 (a3) of the third differential gear mechanism G3 and the rotor Ro1 of the first rotary electric machine MG1 are selectively driven and connected via the clutch C. The second rotating element e2 (b1) of the first differential gear mechanism G1 is drivingly connected so as to rotate integrally with the rotor Ro2 of the second rotating electrical machine MG2. The third rotating element e3 (c1) of the first differential gear mechanism G1 is drive-coupled so as to rotate integrally with the second rotating element e2 (b3) of the third differential gear mechanism G3, and the case by the brake B. It is selectively fixed to Dc. Therefore, the first rotating element e1 (a1) of the first differential gear mechanism G1 is the output rotating element Eo, and the second rotating element e2 (b1) of the first differential gear mechanism G1 is the second rotating electrical machine connecting element Em2. It is.

  The first rotary element e1 (a2) of the second differential gear mechanism G2 is drivingly connected so as to rotate integrally with the output shaft O and the first rotary element e1 (a1) of the first differential gear mechanism G1. The first rotary element e1 (a3) of the third differential gear mechanism G3 and the rotor Ro1 of the first rotary electric machine MG1 are selectively driven and connected via the clutch C. The second rotating element e2 (b2) of the second differential gear mechanism G2 is drivingly connected so as to rotate integrally with the input shaft I. The third rotating element e3 (c2) of the second differential gear mechanism G2 is drivingly connected to rotate integrally with the third rotating element e3 (c3) of the third differential gear mechanism G3. Therefore, the second rotation element e2 (b2) of the second differential gear mechanism G2 is the input member connection element Ei, and the third rotation element e3 (c3) of the second differential gear mechanism G2 is the connection rotation element Ec. .

  The first rotating element e1 (a3) of the third differential gear mechanism G3 is drivingly connected so as to rotate integrally with the rotor Ro1 of the first rotating electrical machine MG1, and the output shaft O, first through the clutch C. The first rotary element e1 (a1) of the differential gear mechanism G1 and the first rotary element e1 (a2) of the second differential gear mechanism G2 are selectively driven and connected. The second rotating element e2 (b3) of the third differential gear mechanism G3 is drivingly connected so as to rotate integrally with the third rotating element e3 (c1) of the first differential gear mechanism G1, and the case by the brake B. It is selectively fixed to Dc. The third rotating element e3 (c3) of the third differential gear mechanism G3 is drivably coupled to rotate integrally with the third rotating element e3 (c2) of the second differential gear mechanism G2. Therefore, the first rotating element e1 (a3) of the third differential gear mechanism G3 is the first rotating electrical machine connecting element Em1, and the second rotating element e2 (b3) of the third differential gear mechanism G3 is the fixed rotating element Ef. It is.

  Also in the present embodiment, the operation table showing the operation states of the clutch C and the brake B in each mode is the same as that in FIG. 3, and the brake B is engaged and the clutch C is disengaged. The continuously variable low speed mode is realized, and the parallel mode is realized by engaging both the brake B and the clutch C, and the continuously variable high speed is achieved by setting the clutch C to the engaged state and releasing the brake B. The mode is realized. The control of the engine E, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 in each mode, the usage method of this parallel mode, the switching method between other modes, and the like have already been described. This is almost the same as the embodiment. However, in this embodiment, as shown in FIG. 19, in the continuously variable low speed mode, the torque (engine torque TE) of the input shaft I (engine E) is attenuated and transmitted to the output shaft O, and the second The rotational speed of the rotating electrical machine MG2 is increased, and the torque (MG2 torque T2) of the second rotating electrical machine MG2 is attenuated and transmitted to the output shaft O. In the parallel mode, the rotational speed of the input shaft I (engine E) is increased, and the torque (engine torque TE) of the input shaft I (engine E) is attenuated and transmitted to the output shaft O.

4). Fourth Embodiment Next, a fourth embodiment of the present invention will be described using only a velocity diagram. 22 to 24 show speed diagrams of the differential gear device G according to the present embodiment, FIG. 22 is a speed diagram in the continuously variable low speed mode, FIG. 23 is a speed diagram in the parallel mode, FIG. 24 shows velocity diagrams in the continuously variable high speed mode. The description method of these velocity diagrams is the same as that of the third embodiment. The hybrid drive device H according to the present embodiment is similar to the configuration of the hybrid drive device H according to the second embodiment, but is a rotary element that is drivingly connected to the output shaft O in the first differential gear mechanism G1. And a rotating element that is drivingly connected to the second rotating electrical machine MG2. Accordingly, the position of the rotary element that is drivingly connected to the first rotating electrical machine MG1 and the position where the clutch C is provided in the third differential gear mechanism G3 are also different from those in the second embodiment.

  Specifically, the first rotary element e1 (a1) of the first differential gear mechanism G1 is drivingly connected so as to rotate integrally with the output shaft O, and the third differential gear mechanism via the clutch C. The first rotary element e1 (a3) of G3 and the rotor Ro1 of the first rotary electric machine MG1 are selectively driven and connected. The second rotating element e2 (b1) of the first differential gear mechanism G1 is driven to rotate integrally with the rotor Ro2 of the second rotating electric machine MG2 and the second rotating element e2 (b2) of the second differential gear mechanism G2. It is connected. The third rotating element e3 (c1) of the first differential gear mechanism G1 is drive-coupled so as to rotate integrally with the third rotating element e3 (c3) of the third differential gear mechanism G3, and the case by the brake B. It is selectively fixed to Dc. Therefore, the first rotating element e1 (a1) of the first differential gear mechanism G1 is the output rotating element Eo, and the second rotating element e2 (b1) of the first differential gear mechanism G1 is the second rotating electrical machine connecting element Em2. It is.

  The first rotating element e1 (a2) of the second differential gear mechanism G2 is drivingly connected so as to rotate integrally with the input shaft I. The second rotating element e2 (b2) of the second differential gear mechanism G2 is driven to rotate integrally with the rotor Ro2 of the second rotating electrical machine MG2 and the second rotating element e2 (b1) of the first differential gear mechanism G1. It is connected. The third rotary element e3 (c2) of the second differential gear mechanism G2 is drivingly connected so as to rotate integrally with the second rotary element e2 (b3) of the third differential gear mechanism G3. Therefore, the first rotation element e1 (a2) of the second differential gear mechanism G2 is the input member connection element Ei, and the third rotation element e3 (c3) of the second differential gear mechanism G2 is the connection rotation element Ec. .

  The first rotating element e1 (a3) of the third differential gear mechanism G3 is drive-coupled so as to rotate integrally with the rotor Ro1 of the first rotating electrical machine MG1, and is connected to the output shaft O and the first through the clutch C. It is selectively drive-coupled to the first rotating element e1 (a1) of the differential gear mechanism G1. The second rotating element e2 (b3) of the third differential gear mechanism G3 is drivably coupled to rotate integrally with the third rotating element e3 (c2) of the second differential gear mechanism G2. The third rotating element e3 (c3) of the third differential gear mechanism G3 is drivingly connected so as to rotate integrally with the third rotating element e3 (c1) of the first differential gear mechanism G1, and the case by the brake B. It is selectively fixed to Dc. Therefore, the first rotating element e1 (a3) of the third differential gear mechanism G3 is the first rotating electrical machine connecting element Em1, and the third rotating element e3 (c3) of the third differential gear mechanism G3 is the fixed rotating element Ef. It is.

  Also in the present embodiment, the operation table showing the operation states of the clutch C and the brake B in each mode is the same as that in FIG. 3, and the brake B is engaged and the clutch C is disengaged. The continuously variable low speed mode is realized, and the parallel mode is realized by engaging both the brake B and the clutch C, and the continuously variable high speed is achieved by setting the clutch C to the engaged state and releasing the brake B. The mode is realized. Regarding the control of the engine E, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 in each mode, the usage method of this parallel mode, the switching method between other modes, etc., the second already described. This is almost the same as the embodiment. However, in the present embodiment, as shown in FIG. 22, in the continuously variable low speed mode, the torque (engine torque TE) of the input shaft I (engine E) is amplified by the second differential gear mechanism G2, and then While being attenuated by one differential gear mechanism G1 and transmitted to the output shaft O, the rotational speed of the second rotating electrical machine MG2 is increased, and the torque of the second rotating electrical machine MG2 (MG2 torque T2) is attenuated and output shaft To O. In the parallel mode, the rotational speed of the input shaft I (engine E) is increased, and the torque (engine torque TE) of the input shaft I (engine E) is attenuated and transmitted to the output shaft O.

5). Other Embodiments (1) In each of the above embodiments, the configuration in which the hybrid drive device H is provided with the three-stage switching between the continuously variable low-speed mode, the continuously variable high-speed mode, and the parallel mode has been described. However, the embodiment of the present invention is not limited to this, and in addition to the above three modes, another mode may be provided so as to be switchable. One. In addition, it is also one of preferred embodiments of the present invention that the hybrid drive device H has a configuration in which the parallel mode is not provided and the continuously variable low speed mode and the continuously variable high speed mode are switchable. .

(2) Configurations of the differential gear device G described in the above embodiments, and the first differential gear mechanism G1, the second differential gear mechanism G2, and the third differential gear mechanism G3 constituting the differential gear device G In addition, the arrangement configuration of the engaging elements with respect to each of these rotating elements is merely an example, and all configurations capable of realizing the configuration of the present invention by configurations other than those described above are included in the scope of the present invention. .

  The present invention is suitable for a hybrid drive device including an input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device. Is available.

H: Hybrid drive device E: Engine I: Input shaft (input member)
W: Wheel O: Output shaft (output member)
MG1: first rotating electrical machine MG2: second rotating electrical machine G: differential gear device G1: first differential gear mechanism Em2: second rotating electrical machine connecting element Eo: output rotating element G2: second differential gear mechanism Ei: input Member connection element Ec: Connection rotation element G3: Third differential gear mechanism Em1: First rotary electric machine connection element Ef: Fixed rotation element e1: First rotation element e2: Second rotation element e3: Third rotation element B: Brake C: Clutch Dc: Case (non-rotating member)

Claims (10)

An input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a first rotating electrical machine, a second rotating electrical machine, and a differential gear device,
The differential gear device includes a first differential gear mechanism, a second differential gear mechanism, and a third differential gear mechanism each having three rotating elements,
The first differential gear mechanism is an output rotation in which one rotating element is a second rotating electric machine connecting element that is drivingly connected to the second rotating electric machine, and the other one rotating element is drivingly connected to the output member. The remaining one rotating element is selectively fixed to the non-rotating member by a brake,
The second differential gear mechanism is an input member connecting element in which one rotating element is drivingly connected to the input member, and the other one rotating element is one of the rotating elements of the third differential gear mechanism. The second rotating electrical machine connecting element or the output rotating element of the first differential gear mechanism is drivingly connected to the remaining one rotating element;
The third differential gear mechanism is a first rotating electrical machine connecting element in which one rotating element is drivingly connected to the first rotating electrical machine, and the other one rotating element is selectively selected as a non-rotating member by the brake. The fixed rotating element is fixed, and the connected rotating element is drivingly connected to the remaining one rotating element,
The output rotating element and the first rotating electrical machine connecting element are selectively driven and connected via a clutch,
Of the three rotary elements of each differential gear mechanism, the second differential gear with respect to any one of the rotary element types of the intermediate rotary element that is intermediate in the order of the rotational speed and the end rotary element other than the intermediate rotary element The hybrid drive device in which the rotation element type of the input member coupling element in the mechanism and the rotation element type of the fixed rotation element in the third differential gear mechanism are the same.   The hybrid drive device according to claim 1, wherein the first rotating electrical machine connecting element is the end rotating element of the third differential gear mechanism.   The first differential gear mechanism includes a first rotating element, a second rotating element, and a third rotating element in order of rotational speed, wherein the first rotating element is the second rotating electrical machine connecting element, The hybrid drive device according to claim 1, wherein a rotation element is the output rotation element, and the third rotation element is selectively fixed to a non-rotation member by the brake. The second differential gear mechanism and the third differential gear mechanism each include a first rotating element, a second rotating element, and a third rotating element in order of rotational speed,
The first rotating element of the second differential gear mechanism is drivingly connected to the second rotating electrical machine connecting element, the second rotating element of the second differential gear mechanism is used as the input member connecting element, The third rotating element of the two differential gear mechanism is the connected rotating element;
The first rotating element of the third differential gear mechanism is the first rotating electrical machine connecting element, the second rotating element of the third differential gear mechanism is the fixed rotating element, and the third differential The hybrid drive device according to claim 3, wherein the third rotating element of the gear mechanism is drivingly connected to the connected rotating element. The second differential gear mechanism and the third differential gear mechanism each include a first rotating element, a second rotating element, and a third rotating element in order of rotational speed,
The first rotating element of the second differential gear mechanism is the input member connecting element, the second rotating element of the second differential gear mechanism is drivingly connected to the output rotating element, and the second differential The third rotating element of the gear mechanism is the connected rotating element;
The first rotating element of the third differential gear mechanism is the first rotating electrical machine connecting element; the second rotating element of the third differential gear mechanism is drivingly connected to the connecting rotating element; The hybrid drive device according to claim 3, wherein the third rotating element of the differential gear mechanism is the fixed rotating element.   The rotation speed of the input member is changed by changing the rotation speed of the first rotating electric machine while the brake is engaged and the clutch is released and the first rotating electric machine outputs a positive torque. The hybrid drive apparatus according to any one of claims 1 to 5, wherein a first continuously variable transmission mode capable of transmitting a torque in a positive direction to the output member while performing a stepless shift is executed.   In the first continuously variable transmission mode, when the rotational speed of the first rotating electrical machine is negative, the second rotating electrical machine outputs a torque in the positive direction, and when the rotational speed of the first rotating electrical machine is positive, the second rotating electrical machine The hybrid drive device according to claim 6, wherein the rotating electric machine outputs a negative torque, and when the rotation speed of the first rotating electric machine is zero, the torque of the second rotating electric machine is zero.   The rotational speed of the input member is changed by bringing the clutch into an engaged state and releasing the brake and changing the rotational speed of the second rotating electrical machine while outputting a negative torque to the second rotating electrical machine. The hybrid drive apparatus according to any one of claims 1 to 7, wherein a second continuously variable transmission mode capable of transmitting a torque in a positive direction to the output member while performing a stepless change is executed.   In the second continuously variable transmission mode, when the rotational speed of the second rotating electrical machine is positive, the first rotating electrical machine outputs a torque in the positive direction, and when the rotational speed of the second rotating electrical machine is negative, the first rotating electrical machine The hybrid drive device according to claim 8, wherein a negative electric torque is output to the rotating electric machine, and the torque of the first rotating electric machine is set to zero when the rotation speed of the second rotating electric machine is zero.   2. A fixed gear ratio mode in which both the brake and the clutch are engaged, and the rotational speed of the input member is changed at a constant gear ratio to transmit a positive torque to the output member is executed. The hybrid drive device according to any one of 1 to 9.

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