JP2017206213A - Drive unit for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a drive unit for a vehicle which can generate power by using a rotating electric machine even if wheels are in non-driven states while switching a state for transmitting the torque of an internal combustion engine to the wheels, a state for transmitting the torque of the rotating electric machine to the wheels by separating the internal combustion engine, a state for driving the wheels to a forward direction, and a state for driving the wheels to the backward direction.SOLUTION: A first rotating element E1 of a differential gear device D of a drive unit for a vehicle is drive-connected to a rotating machine MG, a second rotating element E2 is selectively fixed to a non-rotating member CS by a first brake B1, a third rotating element E3 is connected to an output shaft OUT, and selectively connected to an input member IN by a clutch C1, a fourth rotating element E4 is selectively fixed to the non-rotating member CS by a second brake B2, and a oneway clutch F1 is brought into a release state when a rotational speed of the input member IN is lower than a rotational speed of the first rotating element E1, and brought into an engagement state when both the rotational speeds become the same with respect to each other.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle drive device.

  Hybrid vehicles that use both an internal combustion engine and a rotating electric machine as a driving force source for vehicles have been put into practical use. As an example of a vehicle drive device used in such a hybrid vehicle, a device disclosed in Japanese Patent Application Laid-Open No. 2015-120361 (Patent Document 1) is known. The apparatus of Patent Document 1 includes a continuously variable transmission mechanism coupled to an output shaft of an internal combustion engine, a transmission device disposed between the continuously variable transmission mechanism and a wheel, and a rotating electrical machine as main elements. Has been. Then, by switching between engagement and disengagement of the engagement element in the transmission, at least switching between a state in which the torque of the internal combustion engine is transmitted to the wheel and a state in which the torque of the rotating electrical machine is transmitted to the wheel by disconnecting the internal combustion engine And a switch between a state in which the wheels are driven in the forward direction and a state in which the wheels are driven in the reverse direction.

JP-A-2015-120361

  However, in the apparatus of Patent Document 1, the rotating electrical machine and the wheel are always coupled via another member. Therefore, the rotating electrical machine and the wheel cannot be separated. Therefore, in a non-driving state in which the wheel does not obtain torque from the driving force source, the rotating electrical machine that is always coupled to the wheel is in a non-rotating state unless the wheel is rotating due to inertia such as downhill. In such a case, that is, when the wheel is in a non-driven state such as when the vehicle is stopped, the rotating electric machine cannot generate power.

  Therefore, switching between at least the state of transmitting the torque of the internal combustion engine to the wheel and the state of disconnecting the internal combustion engine and transmitting the torque of the rotating electrical machine to the wheel, the state of driving the wheel in the forward direction, and the state of driving in the reverse direction, Therefore, it is desired to realize a vehicle drive device that can generate electric power from a rotating electrical machine using torque from an internal combustion engine even when the wheels are not driven.

In order to solve the above problems, a vehicle drive device according to the present disclosure includes:
A vehicle drive device comprising an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, a rotating electrical machine, a one-way clutch, and a differential gear device,
The differential gear device has four rotating elements which are a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in the order of the rotation speed,
The first rotating element is drivingly connected to the rotating electrical machine;
The second rotating element is selectively fixed to the non-rotating member by a first brake;
The third rotating element is connected to the output member and selectively connected to the input member by a clutch.
The fourth rotating element is selectively fixed to the non-rotating member by a second brake;
When the rotational speed of the input member is lower than the rotational speed of the first rotating element, the one-way clutch enters a released state that allows relative rotation between the input member and the first rotating element, and the input member rotates. When the speed becomes the same as the rotation speed of the first rotation element, an engagement state is established that restricts the relative rotation between the input member and the first rotation element.

  According to this configuration, by setting the clutch, the first brake, and the second brake to the released state, the internal combustion engine, the rotating electrical machine, and the output member can be separated so that power transmission is not performed. In this state, the input member and the first rotating element are engaged with each other by the one-way clutch, so that power can be transmitted between the internal combustion engine that is drivingly connected to the input member and the rotating electrical machine that is drivingly connected to the first rotating element. Can be linked. Therefore, it is possible to cause the rotating electrical machine to generate electric power with the torque from the internal combustion engine in a non-driven state where torque is not transmitted from both the internal combustion engine and the rotating electrical machine to the output member.

  Further, according to this configuration, at least according to the engagement state of the clutch, the first brake, the second brake and the one-way clutch, the state where the torque of the internal combustion engine is transmitted to the wheels and the internal combustion engine are separated from each other, and the torque of the rotating electrical machine is The state which transmits to a wheel is realizable, and in each of these states, the state which drives an output member in the advance direction of a vehicle, and the state which drives in a reverse direction can be switched.

  Further features and advantages of the technology according to the present disclosure will become more apparent from the following description of exemplary and non-limiting embodiments described with reference to the drawings.

Skeleton diagram of the vehicle drive device according to the first embodiment Engagement table showing the state of engagement of each engagement element Velocity diagram in parallel mode of the first embodiment Speed diagram in the electric travel mode of the first embodiment Velocity diagram in the non-drive power generation mode of the first embodiment Skeleton diagram of vehicle drive device according to second embodiment Skeleton diagram of vehicle drive device according to third embodiment Skeleton diagram of vehicle drive device according to fourth embodiment

1. First Embodiment First, a first embodiment of a vehicle drive device H will be described with reference to the drawings. FIG. 1 is a skeleton diagram showing the configuration of the vehicle drive device H according to the present embodiment. In this drawing, the configuration of the lower half symmetrical to the central axis is omitted.

  In the present embodiment, “driving connection” refers to a state where two rotating elements are connected so as to be able to transmit driving force, and the two rotating elements are connected so as to rotate integrally, or The two rotating elements are used as a concept including a state in which a driving force can be transmitted through 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. Further, as such a transmission member, an engagement device (engagement element) that selectively transmits rotation and driving force, for example, a friction engagement device or a meshing engagement device may be included. However, in the case of “drive connection” for each rotating element of the differential gear device, a state in which the three or more rotating elements included in the differential gear device are drivingly connected without intervening other rotating elements. Shall point to.

  In the present embodiment, the “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator that functions as both a motor and a generator as necessary. . Further, the “order of rotational speed” is the order of rotational speed in the rotational state of each rotating element. The rotational speed of each rotating element varies depending on the rotational state of the differential gear mechanism, but the order in which the rotational speeds of the rotating elements are arranged is fixed because it is determined by the structure of the differential gear mechanism. Note that “the order of the rotational speed of each rotating element” is equal to the order of arrangement in the speed diagram (collinear diagram) of each rotating element. Here, “arrangement order in the velocity diagram of each rotating element” means the order in which the axis corresponding to each rotating element in the velocity diagram (collinear diagram) is arranged along the direction orthogonal to the axis. That is. The arrangement direction of the axis corresponding to each rotation element in the velocity diagram (collinear diagram) differs depending on how the velocity diagram is drawn, but the arrangement order is fixed because it is determined by the structure of the differential gear mechanism. .

  In the present embodiment, regarding the rotation and torque direction of each member, the “positive direction” is the same direction as the rotation direction of each member when the input member is rotated by the rotation of the internal combustion engine. "Negative direction" is the opposite direction. In addition, the rotation speed of each member is “positive” when each member is rotating in the positive direction, and the rotation speed is “negative” when each member is rotating in the negative direction. The speed “zero” means that the rotation of each member is stopped.

  As shown in FIG. 1, the vehicle drive device H includes an input member IN that is drivingly connected to the internal combustion engine EG, an output member OUT that is drivingly connected to the wheels W, a rotating electrical machine MG, a one-way clutch F1, And a differential gear device D. The vehicle drive device H includes a plurality of modes including a parallel mode, an electric travel mode, and a non-drive power generation mode by switching the engagement states of the engagement elements such as the clutch C1, the first brake B1, and the second brake B2. This mode can be switched, and in both the parallel mode and the electric travel mode, the output member OUT can be switched between a state in which the output member OUT is driven in the forward direction and a state in which the output member OUT is driven in the reverse direction.

1-1. First, a mechanical configuration of each part of the vehicle drive device H will be described. As shown in FIG. 1, the input member IN is drivingly connected to the internal combustion engine EG via the transmission device TM. Here, the internal combustion engine EG is a prime mover driven by fuel combustion, and various known prime movers such as a gasoline engine and a diesel engine can be used. In this example, a torque converter T / C is arranged in the power transmission path between the internal combustion engine EG and the transmission TM. A configuration in which other members such as a damper and a clutch are arranged between the internal combustion engine EG and the transmission TM is also suitable.

  The transmission TM can change the speed ratio of the internal combustion engine EG while changing the speed of the rotation to the input member IN. In the present embodiment, the rotation of the internal combustion engine EG transmitted through the torque converter T / C is shifted by the transmission device TM and transmitted to the input member IN. At this time, the torque of the internal combustion engine EG is converted according to the gear ratio of the transmission device TM and transmitted to the input member IN. Further, the transmission TM in the present embodiment is a continuously variable transmission CVT capable of continuously changing the gear ratio. Therefore, the rotation of the internal combustion engine EG transmitted through the torque converter T / C is continuously shifted by the continuously variable transmission CVT and transmitted to the input member IN. In the present embodiment, the rotational speed of the internal combustion engine EG is changed by the transmission device TM to become the rotational speed of the input member IN, and the torque of the internal combustion engine EG is converted by the transmission device TM to obtain the torque Ti of the input member IN. Become.

  The continuously variable transmission CVT as the transmission TM includes a primary sheave PS as an input-side rotating member, a secondary sheave SS as an output-side rotating member, a V-shaped groove included in the primary sheave PS, and a V included in the secondary sheave SS. And a transmission belt TB wound around the character-shaped groove. At least one of the primary sheave PS and the secondary sheave SS can be operated by hydraulic pressure to change the groove width of the V-shaped groove. Thereby, the continuously variable transmission CVT can shift the rotation of the internal combustion engine EG transmitted to the primary sheave PS via the torque converter T / C and transmit the rotation from the secondary sheave SS to the input member IN.

  The output member OUT is drivingly connected to a wheel W (driving wheel) via an output differential gear device DF. In the present embodiment, the output member OUT includes an output gear O1 that meshes with the differential input gear DF1 of the output differential gear device DF. Further, the output member OUT is arranged coaxially with the input member IN. Further, in this vehicle drive device H, the rotating electrical machine MG and the differential gear device D are arranged coaxially with the input member IN. These configurations are accommodated in the case CS. Case CS is fixed to a vehicle body (not shown). In the present embodiment, the case CS corresponds to a “non-rotating member”. Note that the case CS in the present embodiment includes a member integrally fixed to the case CS.

  The rotating electrical machine MG includes a stator St fixed to the case CS, and a rotor Ro that is rotatably supported with respect to the stator St. In the present embodiment, the rotor Ro of the rotating electrical machine MG is coupled to rotate integrally with the first sun gear S1 of the differential gear device D. For this reason, as shown in a velocity diagram (FIGS. 3 and 4) described later, the rotation of the rotating electrical machine MG is decelerated by the differential gear device D and transmitted to the output member OUT. Therefore, the vehicular drive apparatus H according to the present embodiment can use the rotating electrical machine MG having high rotation and low torque characteristics as compared with the case where the speed reduction by the differential gear apparatus D is not performed. Therefore, the vehicle drive device H according to the present embodiment can realize downsizing of the rotating electrical machine MG. Here, the broken line in FIG. 1 indicates a power transmission path, and the rotating electrical machine MG is electrically connected to the battery BT via the inverter INV. The rotating electrical machine MG can perform a function as a motor (electric motor) that generates power upon receiving power supply and a function as a generator (generator) that generates power upon receiving power supply. ing. The rotating electrical machine MG functions as a motor or a generator according to the relationship between the rotation direction (rotation speed) and the direction of torque. When rotating electrical machine MG functions as a generator, it supplies the generated power to battery BT for charging. In addition, when rotating electrical machine MG functions as a motor, it receives power supplied from battery BT and performs powering. Then, the operation control of the rotating electrical machine MG is performed via the inverter INV in accordance with a control command from the main control unit ECU. Here, solid arrows in FIG. 1 indicate transmission paths for various information. Note that the battery BT 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.

  In the present embodiment, the vehicle drive device H is input according to the engagement states of a plurality of engagement devices, specifically, the one-way clutch F1, the clutch C1, the first brake B1, and the second brake B2. The connection relationship among the plurality of rotating elements constituting the member IN, the output member OUT, and the differential gear device D is changed. As a result, the vehicle drive device H can realize a plurality of modes, which will be described later, and each gear position in each mode.

  The differential gear device D has four rotating elements that are a first rotating element E1, a second rotating element E2, a third rotating element E3, and a fourth rotating element E4 in the order of rotational speed. Such a differential gear device D is configured, for example, by combining two planetary gear mechanisms each having three rotating elements. That is, the difference between the three rotating elements of each of the two planetary gear mechanisms that are integrally operated with four rotating elements as a whole by driving and connecting two of them so as to rotate integrally with each other. The dynamic gear device D can be realized. In this example, the differential gear device D includes two sun gears, a first sun gear S1 and a second sun gear S2, a ring gear R, a long pinion gear that meshes with the second sun gear S2 and the ring gear R, and the long pinion gear and the first gear. A Ravigneaux type planetary gear device having one carrier CA that supports a short pinion gear meshing with the sun gear S1 as a rotating element.

  The first sun gear S1 is drivingly connected to the rotating electrical machine MG. In the present embodiment, the first sun gear S1 is coupled to rotate integrally with the rotating electrical machine MG. Further, the first sun gear S1 is selectively coupled to the input member IN by a one-way clutch F1, as will be described later. Therefore, the rotating electrical machine MG is also selectively connected to the input member IN by the one-way clutch F1. That is, when the one-way clutch F1 is engaged, the first sun gear S1 and the rotating electrical machine MG are coupled to the input member IN so as to rotate integrally with the input member IN. The carrier CA is connected to the output member OUT and is selectively connected to the input member IN by the clutch C1. That is, the carrier CA is coupled to the output member OUT so as to rotate integrally with the output member OUT, and further, in a state where the clutch C1 is engaged, the carrier CA is rotated so as to rotate integrally with the input member IN. Connected to member IN. The ring gear R is selectively fixed to the case CS by the first brake B1. The second sun gear S2 is selectively fixed to the case CS by the second brake B2. In the present embodiment, each of the first sun gear S1, the ring gear R, the carrier CA, and the second sun gear S2 includes the first rotating element E1, the second rotating element E2, the third rotating element E3 of the differential gear device D, And corresponds to the fourth rotation element E4.

  When the rotational speed of the input member IN is lower than the rotational speed of the first sun gear S1, the one-way clutch F1 is in a released state that allows relative rotation between the input member IN and the first sun gear S1, and the rotational speed of the input member IN is When the rotational speed of the first sun gear S1 is the same, the engagement state is established to restrict the relative rotation between the input member IN and the first sun gear S1. That is, if the rotational speed of the input member IN is to be higher than the rotational speed of the first sun gear S1, the one-way clutch F1 is engaged and the input member IN and the first sun gear S1 rotate together. The rotational speed of IN does not become higher than the rotational speed of the first sun gear S1. On the other hand, when the rotational speed of the input member IN is lower than the rotational speed of the first sun gear S1, the one-way clutch F1 is released, and the input member IN and the first sun gear S1 are separated and rotate at different rotational speeds. To do. Here, the rotational speeds of the input member IN and the first sun gear S1 are determined so that the rotation direction of each member in the state in which the input member is rotated by the rotation of the internal combustion engine EG is “positive direction” as described above. In this case, the rotation speed is high, not the absolute value of the rotation speed. In the present embodiment, the one-way clutch F1 is provided between the first sun gear S1 and the input member IN in the power transmission path. Specifically, the first rotating member F11 (outer race in this example) of the one-way clutch F1 is connected so as to rotate integrally with the first sun gear S1, and the second rotating member F12 (inner race in this example) of the one-way clutch F1. Are connected so as to rotate integrally with the input member IN. A locking member such as a sprag is provided between the first rotating member F11 and the second rotating member F12 of the one-way clutch F1.

  As described above, the vehicle drive device H includes the clutch C1, the first brake B1, and the second brake B2 as friction engagement elements. As these friction engagement elements, a multi-plate clutch or a multi-plate brake that operates by hydraulic pressure can be used. The hydraulic pressure supplied to these friction engagement elements is controlled by a hydraulic control device VB that operates according to a control command from the main control unit ECU. The hydraulic oil is supplied to the hydraulic control device VB by an oil pump driven by various driving force sources E. For example, the hydraulic oil is supplied to the hydraulic control device VB by a mechanical oil pump (not shown) during operation of the internal combustion engine EG and by an electric oil pump (not shown) while the internal combustion engine EG is stopped. Here, the mechanical oil pump is driven by the rotational driving force of the internal combustion engine EG. The electric oil pump is driven by electric power (supply path is not shown) from the battery BT supplied via an electric oil pump inverter (not shown).

1-2. Configuration of Control System for Vehicle Drive Device Next, the configuration of the control system for the vehicle drive device H will be briefly described. The main control unit ECU controls the operation of the rotating electrical machine MG via the inverter INV based on information acquired by sensors provided in each part of the vehicle, and also includes the clutch C1 via the hydraulic control unit VB, the first Operation control of the brake B1 and the second brake B2 is performed. In the present embodiment, the main control unit ECU also performs operation control of the transmission apparatus TM via the hydraulic control unit VB. Specifically, main controller ECU controls the operation of primary sheave PS and secondary sheave SS of continuously variable transmission CVT. Further, the main control unit ECU may be configured to control the operation of the internal combustion engine EG via an internal combustion engine control unit (not shown). Here, the main control unit ECU has an arithmetic processing unit such as a CPU as a core member, and a functional unit for performing various processes on the input data is implemented by hardware and / or software (program) or both. Has been configured.

1-3. Operation Mode Next, operation modes that can be realized by the vehicle drive device H according to the present embodiment will be described. FIG. 2 is an engagement table showing a state of engagement of the engagement elements C1, B1, B2, and F1 at a plurality of operation modes and at each speed stage included in each operation mode. In this figure, “◯” indicates that each engaging element is in an engaged state. On the other hand, “no mark” indicates that each engagement element is in a released state (disengaged state). In the present embodiment, the vehicle drive device H is provided so as to be able to switch between a parallel mode, an electric travel mode, and a non-drive power generation mode. Further, in the parallel mode and the electric travel mode, switching between a plurality of shift stages including a forward speed and a reverse speed is possible. In FIG. 2, “Parallel mode” is represented as “Parallel (HV)”, “Electric travel mode” is represented as “EV”, and “Non-drive power generation mode” is represented as “Generation”.

  3 to 5 show speed diagrams of the differential gear device D. FIG. 3 is a speed diagram in the parallel mode, FIG. 4 is a speed diagram in the electric travel mode, and FIG. The speed diagram in drive electric power generation mode is shown. In these velocity diagrams, the vertical axis corresponds to the rotational speed of each rotating element. That is, “0” described corresponding to the vertical axis indicates that the rotational speed is zero, with the upper side being positive and the lower side being negative. Each of the plurality of vertical lines arranged in parallel corresponds to each rotating element of the differential gear device D. That is, “S1”, “R”, “CA”, and “S2” described above each vertical line are the first sun gear S1, the ring gear R, the carrier CA, and the second sun gear of the differential gear device D, respectively. Corresponding to S2, “E1”, “E2”, “E3”, and “E4” are the first rotating element E1, the second rotating element E2, the third rotating element E3, and the fourth of the differential gear device D, respectively. This corresponds to the rotating element E4. In FIG. 3, each straight line indicates the operating state of the differential gear device D at each shift stage in the parallel mode. In FIG. 4, each straight line indicates the operating state of the differential gear device D at each gear position in the electric travel mode. In FIG. 5, one straight line indicates the operating state of the differential gear device D in the non-drive power generation mode. In these speed diagrams, “◯” represents the rotational speed of the rotating electrical machine MG, “Δ” represents the rotational speed of the input member IN, “☆” represents the rotational speed of the output member OUT, and “×” represents the brake B1, The state where the rotating element is fixed to the case CS is shown by B2. Further, “IN” shown at the top of the velocity diagram indicates the input member IN, and the left and right arrows indicate that the input member IN is connected to the first sun gear S1 by the engagement of the one-way clutch F1, or the clutch C1. This shows that the input member IN is connected to the carrier CA by the engagement.

  3 to 5, the arrows arranged adjacent to the points indicating the rotation speeds of the respective rotating elements indicate the directions of torques acting on the respective rotating elements when the vehicle is accelerated in the respective operation modes. The torque in the positive direction is represented, and the downward arrow represents the torque in the negative direction. “Ti” is an input torque Ti transmitted from the internal combustion engine EG to the input member IN via the transmission TM, and “Tmg” is an MG torque Tmg transmitted from the rotating electrical machine MG to the first sun gear S1, “To”. Indicates a running resistance To transmitted from the wheel W side to the output member OUT and the carrier CA. Hereinafter, the operation state of the vehicle drive device H will be described in detail for each of the plurality of operation modes.

1-4. Parallel Mode The vehicle drive device H according to the present embodiment is a parallel mode in which at least one of the clutch C1 and the one-way clutch F1 is engaged and at least the torque of the internal combustion engine EG is transmitted to the output member OUT. Can be executed. In this parallel mode, at least the input torque Ti is transmitted to the output member OUT in a state where the rotational speeds of the output member OUT and the rotating electrical machine MG are determined in proportion to the rotational speed of the input member IN. In this parallel mode, the rotating electrical machine MG outputs (powering) a positive MG torque Tmg to assist the input torque Ti, and outputs (regenerates) a negative MG torque Tmg to generate power by the input torque Ti. And the idling without outputting the MG torque Tmg (Tmg = 0) are possible. Main controller ECU determines MG torque Tmg to be output to rotating electrical machine MG according to the running state of the vehicle. In a state where the rotating electrical machine MG outputs a positive or negative MG torque Tmg, the parallel mode is a so-called hybrid (HV) mode in which the vehicle is driven by the torque of both the internal combustion engine EG and the rotating electrical machine MG. As shown in FIG. 2, in the present embodiment, in the parallel mode, two shift speeds of “first speed (PR1st)” and “second speed (PR2nd)” which are forward shift speeds, and reverse shift The stage can be switched to one “reverse stage (PRRev)”.

  As shown in FIG. 2, the first speed PR1st in the parallel mode is realized by engaging the second brake B2 and the one-way clutch F1 and releasing the clutch C1 and the first brake B1. As described above, the one-way clutch F1 is engaged when the internal combustion engine EG is driven and the rotational speed of the input member IN is about to exceed the rotational speed of the first sun gear S1. As shown in FIG. 3, the input member IN and the first sun gear S <b> 1 are connected to rotate integrally by engaging the one-way clutch F <b> 1. As a result, the input member IN and the rotating electrical machine MG are connected to each other and rotate at the same speed. In the first speed PR1st in the parallel mode, the second sun gear S2 is fixed to the case CS by the engagement of the second brake B2. As a result, as indicated by the straight line “PR1st” in FIG. 3, the rotational speeds of both the input member IN and the rotating electrical machine MG are shifted (decelerated) in accordance with the gear ratio of the first speed stage PR1st. The rotated rotation is transmitted to the output member OUT. Accordingly, the output member OUT rotates in the forward direction and the vehicle moves forward. At this time, the combined torque of the input torque Ti and the MG torque Tmg is amplified according to the gear ratio of the first speed stage PR1st and transmitted to the output member OUT, and the vehicle is advanced against the running resistance To in the negative direction. . At the first speed PR1st in the parallel mode, when the rotational speed of the input member IN becomes lower than the rotational speed of the first sun gear S1, the one-way clutch F1 is released, and the input member IN (internal combustion engine EG) and the output member OUT And are separated. Therefore, it is possible to shift from the first speed stage PR1st in the parallel mode to the first speed stage EV1st in the electric travel mode only by stopping the internal combustion engine EG. Conversely, the first speed stage EV1st in the electric travel mode can be shifted to the first speed stage PR1st in the parallel mode simply by starting the internal combustion engine EG and increasing the rotational speed of the input member IN.

  As shown in FIG. 2, the second speed PR2nd in the parallel mode is realized by engaging the second brake B2 and the clutch C1 and releasing the first brake B1 and the one-way clutch F1. Then, as shown in FIG. 3, the input member IN and the output member OUT are connected so as to rotate integrally by engaging the clutch C1. As a result, the input member IN and the output member OUT are rotated at the same speed. That is, at the second speed PR2nd in the parallel mode, the rotational speed of the input member IN is not shifted but is transmitted to the output member OUT without changing the speed. In the second speed PR2nd in the parallel mode, the second sun gear S2 is fixed to the case CS by the engagement of the second brake B2. As a result, as indicated by the straight line “PR2nd” in FIG. 3, the rotational speed of the rotating electrical machine MG is changed (decelerated) in accordance with the speed ratio of the second speed stage PR2nd, and the changed rotation is output to the output member It is transmitted to OUT. As a result, the output member OUT rotates in the forward direction and the vehicle moves forward. At this time, the input torque Ti is transmitted to the output member OUT while maintaining the same speed, and the MG torque Tmg is amplified according to the transmission gear ratio of the second speed stage PR2nd and transmitted to the output member OUT, so that the running resistance in the negative direction is increased. Advance the vehicle against To. In the present embodiment, the speed ratio (reduction ratio) until the rotation of the rotating electrical machine MG is transmitted to the output member OUT in the second speed PR2nd in the parallel mode is the same as that in the first speed PR1st in the parallel mode. is there. In the second speed PR2nd in the parallel mode, since the input member IN (internal combustion engine EG) and the output member OUT are directly connected by the engagement of the clutch C1, the internal combustion engine EG outputs a negative torque in the state. It is possible to execute so-called engine braking, in which negative torque is transmitted to the output member OUT.

  As shown in FIG. 2, the reverse speed PRRev of the parallel mode is realized by engaging the first brake B1 and the one-way clutch F1 and releasing the clutch C1 and the second brake B2. As described above, the one-way clutch F1 is engaged when the internal combustion engine EG is driven and the rotational speed of the input member IN is about to exceed the rotational speed of the first sun gear S1. As shown in FIG. 3, the input member IN and the first sun gear S <b> 1 are connected to rotate integrally by engaging the one-way clutch F <b> 1. As a result, the input member IN and the rotating electrical machine MG are connected to each other and rotate at the same speed. Further, in the reverse speed PRRev of the parallel mode, the ring gear R is fixed to the case CS by the engagement of the first brake B1. As a result, as indicated by a straight line “PRRev” in FIG. 3, the positive rotation of the input member IN and the rotating electrical machine MG is reversed to be a negative rotation, and this negative rotation is transmitted to the output member OUT. Accordingly, the output member OUT rotates in the negative direction and the vehicle moves backward. At this time, the combined torque of the input torque Ti and the MG torque Tmg is inverted in the negative direction and transmitted to the output member OUT, and the vehicle is moved backward against the traveling resistance To in the positive direction. In the reverse speed PRRev of the parallel mode, when the rotational speed of the input member IN becomes lower than the rotational speed of the first sun gear S1, the one-way clutch F1 is released, and the input member IN (internal combustion engine EG) and the output member OUT are disconnected. To be separated. Therefore, it is possible to shift from the reverse speed PRRev of the parallel mode to the reverse speed EVRev of the electric travel mode only by stopping the internal combustion engine EG. On the contrary, it is possible to shift from the reverse speed EVRev of the electric travel mode to the reverse speed PRRev of the parallel mode only by starting the internal combustion engine EG and increasing the rotational speed of the input member IN.

1-5. Electric travel mode The vehicle drive device H according to the present embodiment is configured such that both the clutch C1 and the one-way clutch F1 are disengaged and one of the first brake B1 and the second brake B2 is engaged. The electric travel mode in which the member IN is disconnected from the output member OUT and the torque of the rotating electrical machine MG is transmitted to the output member OUT can be executed. In this electric travel mode, the internal combustion engine EG is basically stopped. Accordingly, in the electric travel mode, the input torque Ti is basically zero, and the rotational speed of the input member IN is also zero. Accordingly, in the electric travel mode, only the torque of the rotating electrical machine MG among the internal combustion engine EG and the rotating electrical machine MG is transmitted to the output member OUT. In this electric travel mode, the MG torque Tmg is transmitted to the output member OUT in a state where the rotation speed of the output member OUT is determined in proportion to the rotation speed of the rotating electrical machine MG. In this electric travel mode, the rotating electrical machine MG outputs positive MG torque Tmg (powering) to accelerate the vehicle, and outputs (regenerates) negative MG torque Tmg during vehicle travel. While the vehicle is being decelerated, the MG torque Tmg is not output while the vehicle is running (Tmg = 0), and the vehicle is idled to run the vehicle with inertia. Main controller ECU determines MG torque Tmg to be output to rotating electrical machine MG according to the running state of the vehicle. As shown in FIG. 2, in the present embodiment, in the electric travel mode, the “first speed (EV1st)” that is the forward shift speed and the “reverse speed (EVRev)” that is the reverse speed are switched. It is possible.

  As shown in FIG. 2, the first speed EV1st in the electric travel mode is realized by engaging the second brake B2 and releasing the clutch C1, the first brake B1, and the one-way clutch F1. In the first speed EV1st in the electric travel mode, the second sun gear S2 is fixed to the case CS by engaging the second brake B2. As a result, as indicated by the straight line “EV1st” in FIG. 4, the rotational speed of the rotating electrical machine MG is changed (decelerated) in accordance with the gear ratio of the first speed EV1st, and the changed rotation is output to the output member. It is transmitted to OUT. Accordingly, the output member OUT rotates in the forward direction and the vehicle moves forward. At this time, the MG torque Tmg is amplified according to the gear ratio of the first speed EV1st and transmitted to the output member OUT, and the vehicle is advanced against the traveling resistance To in the negative direction. In the present embodiment, the speed ratio (reduction ratio) until the rotation of the rotating electrical machine MG is transmitted to the output member OUT in the first speed EV1st in the electric travel mode is the same as that in the first speed PR1st in the parallel mode. It is.

  As shown in FIG. 2, the reverse speed EVRev of the electric travel mode is realized by engaging the first brake B1 and releasing the clutch C1, the second brake B2, and the one-way clutch F1. In the reverse stage EVRev in this electric travel mode, the ring gear R is fixed to the case CS by the first brake B1 being engaged. As a result, as indicated by the straight line “EVRev” in FIG. 4, the positive rotation of the rotating electrical machine MG is reversed to become a negative rotation, and this negative rotation is transmitted to the output member OUT. Accordingly, the output member OUT rotates in the negative direction and the vehicle moves backward. At this time, the MG torque Tmg is inverted in the negative direction and transmitted to the output member OUT, and the vehicle is moved backward against the traveling resistance To in the positive direction.

1-6. Non-drive power generation mode In the vehicle drive device H according to the present embodiment, the clutch C1, the first brake B1, and the second brake B2 are disengaged to separate the input member IN and the output member OUT. The clutch F1 is engaged, and the rotating electrical machine MG can execute the non-drive power generation mode in which power is generated by the rotation and torque of the internal combustion engine EG transmitted through the one-way clutch F1 and the first sun gear S1. In the non-drive power generation mode, the rotation and torque of the internal combustion engine EG are transmitted to the rotating electrical machine MG while the vehicle drive device H is in a non-driven state in which the torque of both the internal combustion engine EG and the rotating electrical machine MG is not transmitted to the output member OUT. In this mode, the rotating electrical machine MG generates power. The non-drive power generation mode can be executed, for example, while the vehicle is not rotating and the wheels W are not rotating.

  As shown in FIG. 2, the non-drive power generation mode is realized by engaging the one-way clutch F1 and releasing the clutch C1, the first brake B1, and the second brake B2. As described above, the one-way clutch F1 is engaged when the internal combustion engine EG is driven and the rotational speed of the input member IN is about to exceed the rotational speed of the first sun gear S1. As shown in FIG. 5, the input member IN and the first sun gear S <b> 1 are connected so as to rotate integrally by engaging the one-way clutch F <b> 1. As a result, the input member IN and the rotating electrical machine MG are connected to each other and rotate at the same speed. In the non-drive power generation mode, the clutch C1, the first brake B1, and the second brake B2 are disengaged to separate the input member IN, the rotating electrical machine MG, and the output member OUT, and transmit power between them. Is not performed. Therefore, the rotation and torque of both the internal combustion engine EG and the rotating electrical machine MG are not transmitted to the output member OUT (wheel W). Therefore, except for the case where the vehicle is traveling due to inertia or the like, as shown in FIG. 5, the rotational speed of the output member OUT is substantially zero. At this time, a positive input torque Ti from the internal combustion engine EG is transmitted to the input member IN, and the rotating electrical machine MG generates a negative MG torque Tmg so as to balance the input torque Ti. Thereby, the rotating electrical machine MG generates power.

  In the non-drive power generation mode, main controller ECU determines the rotational speed of rotating electrical machine MG and the magnitude of MG torque Tmg according to the required power generation amount. Then, at least the rotational speed and torque of the internal combustion engine EG are controlled so that the rotational speed and input torque Ti of the input member IN match the determined rotational speed of the rotating electrical machine MG and the magnitude of the MG torque Tmg. At this time, in addition to the rotational speed and torque of the internal combustion engine EG, control for changing the transmission ratio of the transmission apparatus TM may be performed, or the transmission ratio of the transmission apparatus TM may be fixed. As described above, in the non-drive power generation mode, it is possible to cause the rotating electrical machine MG to generate a necessary amount of power according to the state of charge of the battery BT, the power consumption in the vehicle, and the like.

2. Second Embodiment Next, a second embodiment of the vehicle drive device H will be described. FIG. 6 is a skeleton diagram showing the configuration of the vehicle drive device H according to the present embodiment. In FIG. 6, like FIG. 1, a part of the axially symmetric configuration is omitted. As shown in FIG. 6, the vehicle drive device H according to this embodiment is different from the first embodiment only in the configuration of the differential gear device D, and the other configurations are the same as those in the first embodiment. This is the same as the embodiment. Therefore, hereinafter, differences from the first embodiment will be described focusing on the configuration of the differential gear device D of the vehicle drive device H according to the present embodiment. Points that are not particularly described are the same as in the first embodiment.

  Also in the present embodiment, as in the first embodiment, the differential gear device D includes the first rotation element E1, the second rotation element E2, the third rotation element E3, and the fourth rotation element in the order of the rotation speed. It has four rotating elements that are E4. However, the differential gear device D according to the present embodiment is different from the first embodiment in the specific configuration of the gear mechanism that realizes these four rotating elements. Specifically, as shown in FIG. 6, the differential gear device D is configured by a combination of two single pinion type planetary gear mechanisms. That is, the differential gear device D includes a first planetary gear mechanism P1 including a first sun gear S1, a first carrier CA1, and a first ring gear R1, a second sun gear S2, a second carrier CA2, and a second ring gear. And a second planetary gear mechanism P2 provided with R2. The first carrier CA1 and the second carrier CA2 are connected to rotate integrally, and the first ring gear R1 and the second ring gear R2 are connected to rotate integrally. As a result, the differential gear device D has the first sun gear S1 as the first rotating element E1, the second sun gear S2 as the second rotating element E2, and the first carrier CA1 as the third rotating element E3 in order of rotational speed. And a second carrier CA2, a first ring gear R1 and a second ring gear R2 as the fourth rotating element E4.

  On the other hand, also in this embodiment, each of the first rotating element E1, the second rotating element E2, the third rotating element E3, and the fourth rotating element E4 of the differential gear device D, the input member IN, the output member OUT, The connection relationship between the rotating electrical machine MG, the one-way clutch F1, the clutch C1, the first brake B1, and the second brake B2 is the same as that in the first embodiment. Therefore, also in the present embodiment, the engagement table indicating the engagement states of the engagement elements C1, B1, B2, and F1 at the plurality of operation modes and the shift speeds included in each operation mode is the first table. This is the same as the embodiment. Further, regarding the speed diagram representing the state of the differential gear device D in each operation mode and each gear, only the specific configuration of the gear mechanism such as the first sun gear S1 and the second sun gear S2 is different. In the relationship between the first rotating element E1, the second rotating element E2, the third rotating element E3, and the fourth rotating element E4, the configuration of the present embodiment is the same as that of the first embodiment. Therefore, also in the present embodiment, it is possible to realize the same operation mode and each shift speed in each operation mode as in the first embodiment.

3. Third Embodiment Next, a third embodiment of the vehicle drive device H will be described. FIG. 7 is a skeleton diagram showing the configuration of the vehicle drive device H according to the present embodiment. In FIG. 7, as in FIG. 1, a part of the axially symmetric configuration is omitted. As shown in FIG. 7, the vehicle drive device H according to this embodiment is different from the first embodiment only in the configuration of the differential gear device D, and the other configurations are the same as those in the first embodiment. This is the same as the embodiment. Therefore, hereinafter, differences from the first embodiment will be described focusing on the configuration of the differential gear device D of the vehicle drive device H according to the present embodiment. Points that are not particularly described are the same as in the first embodiment.

  Also in the present embodiment, as in the first embodiment, the differential gear device D includes the first rotation element E1, the second rotation element E2, the third rotation element E3, and the fourth rotation element in the order of the rotation speed. It has four rotating elements that are E4. However, the differential gear device D according to the present embodiment is different from the first embodiment in the specific configuration of the gear mechanism that realizes these four rotating elements. Specifically, as shown in FIG. 7, the differential gear device D is configured by a combination of one single pinion type planetary gear mechanism and one double pinion type planetary gear mechanism. . That is, the differential gear device D includes a first sun gear S1, a first carrier CA1, and a single pinion type first planetary gear mechanism P1 including a first ring gear R1, a second sun gear S2, a second carrier CA2, And a double pinion type second planetary gear mechanism P2 having a second ring gear R2. The first carrier CA1 and the second ring gear R2 are connected to rotate integrally, and the first ring gear R1 and the second carrier CA2 are connected to rotate integrally. As a result, the differential gear device D has the first sun gear S1 as the first rotating element E1, the second sun gear S2 as the second rotating element E2, and the first carrier CA1 as the third rotating element E3 in order of rotational speed. And a second ring gear R2, a first ring gear R1 as a fourth rotating element E4, and a second carrier CA2.

  On the other hand, also in this embodiment, each of the first rotating element E1, the second rotating element E2, the third rotating element E3, and the fourth rotating element E4 of the differential gear device D, the input member IN, the output member OUT, The connection relationship between the rotating electrical machine MG, the one-way clutch F1, the clutch C1, the first brake B1, and the second brake B2 is the same as that in the first embodiment. Therefore, also in the present embodiment, the engagement table indicating the engagement states of the engagement elements C1, B1, B2, and F1 at the plurality of operation modes and the shift speeds included in each operation mode is the first table. This is the same as the embodiment. Further, regarding the speed diagram representing the state of the differential gear device D in each operation mode and each gear, only the specific configuration of the gear mechanism such as the first sun gear S1 and the second sun gear S2 is different. In the relationship between the first rotating element E1, the second rotating element E2, the third rotating element E3, and the fourth rotating element E4, the configuration of the present embodiment is the same as that of the first embodiment. Therefore, also in the present embodiment, it is possible to realize the same operation mode and each shift speed in each operation mode as in the first embodiment.

4). Fourth Embodiment Next, a fourth embodiment of the vehicle drive device H will be described. FIG. 8 is a skeleton diagram showing the configuration of the vehicle drive device H according to the present embodiment. In FIG. 8, like FIG. 1, a part of the axisymmetric configuration is omitted. As shown in FIG. 8, the vehicle drive device H according to this embodiment is different from the first embodiment only in the configuration of the differential gear device D, and the other configurations are the same as those in the first embodiment. This is the same as the embodiment. Therefore, hereinafter, differences from the first embodiment will be described focusing on the configuration of the differential gear device D of the vehicle drive device H according to the present embodiment. Points that are not particularly described are the same as in the first embodiment.

  Also in the present embodiment, as in the first embodiment, the differential gear device D includes the first rotation element E1, the second rotation element E2, the third rotation element E3, and the fourth rotation element in the order of the rotation speed. It has four rotating elements that are E4. However, the differential gear device D according to the present embodiment is different from the first embodiment in the specific configuration of the gear mechanism that realizes these four rotating elements. Specifically, as shown in FIG. 8, the differential gear device D is configured by a combination of two single pinion type planetary gear mechanisms. That is, the differential gear device D includes a first planetary gear mechanism P1 including a first sun gear S1, a first carrier CA1, and a first ring gear R1, a second sun gear S2, a second carrier CA2, and a second ring gear. And a second planetary gear mechanism P2 provided with R2. The first sun gear S1 and the second sun gear S2 are connected to rotate integrally, and the first carrier CA1 and the second ring gear R2 are connected to rotate integrally. As a result, the differential gear device D has the first sun gear S1 and the second sun gear S2 as the first rotation element E1, the second carrier CA2 as the second rotation element E2, and the third rotation element E3 in the order of the rotation speed. The first carrier CA1, the second ring gear R2, and the first ring gear R1 as the fourth rotating element E4 are provided.

  On the other hand, also in this embodiment, each of the first rotating element E1, the second rotating element E2, the third rotating element E3, and the fourth rotating element E4 of the differential gear device D, the input member IN, the output member OUT, The connection relationship between the rotating electrical machine MG, the one-way clutch F1, the clutch C1, the first brake B1, and the second brake B2 is the same as that in the first embodiment. Therefore, also in the present embodiment, the engagement table indicating the engagement states of the engagement elements C1, B1, B2, and F1 at the plurality of operation modes and the shift speeds included in each operation mode is the first table. This is the same as the embodiment. Further, regarding the speed diagram representing the state of the differential gear device D in each operation mode and each gear, only the specific configuration of the gear mechanism such as the first sun gear S1 and the second sun gear S2 is different. In the relationship between the first rotating element E1, the second rotating element E2, the third rotating element E3, and the fourth rotating element E4, the configuration of the present embodiment is the same as that of the first embodiment. Therefore, also in the present embodiment, it is possible to realize the same operation mode and each shift speed in each operation mode as in the first embodiment.

5. Other Embodiments (1) In each of the above-described embodiments, an example in which the differential gear device D is configured to have four rotating elements (E1 to E4) by a combination of two planetary gear mechanisms has been described. . However, the embodiment of the differential gear device D according to the present invention is not limited to this, and a plurality of planetary gear mechanisms are combined so that any one of the plurality of rotating elements included in each of them is rotated together. By driving and connecting, it is also possible to provide a structure that includes four rotating elements (E1 to E4) as a whole and operates integrally.

(2) In each of the above-described embodiments, an example in which the differential gear device D is configured by a combination of planetary gear mechanisms has been described. However, the embodiment of the differential gear device D according to the present invention is not limited to this. Therefore, for example, it is also one of the preferred embodiments of the present invention that the differential gear device D is configured by using another type of gear mechanism such as a configuration in which a plurality of bevel gears are combined.

(3) In addition, the specific configuration of the differential gear device D described in each of the above embodiments and the arrangement configuration of the engagement elements with respect to these rotary elements (E1 to E4) are merely examples, and configurations other than those described above Therefore, all configurations that can realize the configuration of the present invention are included in the scope of the present invention.

(4) In each of the above embodiments, the case where the vehicle drive device H includes the parallel mode, the electric travel mode, the non-drive power generation mode, and the three modes that can be switched has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, the vehicle drive device H is configured to be capable of executing only the non-drive power generation mode, or configured to be capable of switching between the non-drive power generation mode and a part of the remaining two modes. This is also one of the preferred embodiments of the present invention. Moreover, it is good also as a structure provided with the mode different from the mode demonstrated in said each embodiment so that switching is further possible.

(5) In each of the above-described embodiments, a configuration using friction engagement elements such as a multi-plate clutch and a multi-plate brake as the three engagement elements of the clutch C1, the first brake B1, and the second brake B2 will be described as an example. did. However, the embodiment of the present invention is not limited to this. That is, it is also preferable to use meshing engagement elements for all or part of the plurality of engagement elements. Here, the meshing engagement element is a device that engages when meshing portions of engagement members on both sides of each engagement element mesh with each other. It is a device that does not require a separate engagement force. As such a meshing engagement element, for example, a synchro mechanism, a dog clutch mechanism or the like generally used in a manual transmission is preferably used. In each of the above-described embodiments, each engagement element can be engaged in a state where the rotation speeds of the engagement members on both sides are the same, and further, the engagement element does not transmit torque. Therefore, the engagement state can be satisfactorily switched even if a meshing engagement element is used for each engagement element. If each engagement element is a meshing engagement element, the hydraulic pressure for generating the engagement pressure or the release pressure is not required as compared to the case where these engagement elements are friction engagement elements. The loss of driving force can be suppressed, and the transmission efficiency of the vehicle drive device H can be easily increased. Note that the engagement state of the meshing engagement element can be switched using hydraulic pressure. However, in order to eliminate the need to supply the hydraulic pressure, the engagement state is preferably switched by an electromagnetic actuator. It is.

(6) In each of the above-described embodiments, the configuration in which the internal combustion engine EG and the input member IN are drivingly connected via the transmission device TM has been described as an example. However, the embodiment of the present invention is not limited to this. That is, the internal combustion engine EG and the input member IN may be drivingly connected without the transmission device TM. For example, the internal combustion engine EG and the input member IN may be directly connected. Alternatively, the internal combustion engine EG and the input member IN may be drive-coupled via a transmission member other than the transmission device TM such as a damper, a clutch, or a fixed gear ratio gear mechanism.

(7) In each of the above-described embodiments, the example in which the transmission TM is configured as the continuously variable transmission CVT capable of continuously changing the transmission gear ratio has been described. However, the embodiment of the present invention is not limited to this. That is, the transmission TM may be configured as a stepped transmission that can change the gear ratio stepwise. Here, the stepped transmission may be an automatic transmission or a manual transmission. In addition to a general planetary gear type automatic transmission, for example, an automatic transmission called a so-called dual clutch transmission (DCT) may be used as the automatic transmission.

(8) Each of the above embodiments constitutes a part of the vehicle drive device. Therefore, all the vehicle drive devices that constitute the above-described embodiments as a part are included in the scope of the present invention.

6). Overview of Each Configuration Hereinafter, an overview of the vehicle drive device described above will be described.

[1]
An input member (IN) drivingly connected to the internal combustion engine (EG), an output member (OUT) drivingly connected to the wheels (W), a rotating electrical machine (MG), a one-way clutch (F1), and a differential gear A vehicle drive device (H) comprising a device (D),
The differential gear device (D) becomes a first rotating element (E1), a second rotating element (E2), a third rotating element (E3), and a fourth rotating element (E4) in order of rotational speed. Has two rotating elements,
The first rotating element (E1) is drivingly connected to the rotating electrical machine (MG),
The second rotating element (E2) is selectively fixed to the non-rotating member (CS) by the first brake (B1),
The third rotating element (E3) is connected to the output member (OUT) and selectively connected to the input member (IN) by a clutch (C1).
The fourth rotating element (E4) is selectively fixed to the non-rotating member (CS) by the second brake (B2),
The one-way clutch (F1) includes the input member (IN) and the first rotation element (E1) when the rotation speed of the input member (IN) is lower than the rotation speed of the first rotation element (E1). When the rotation speed of the input member (IN) becomes the same as the rotation speed of the first rotation element (E1), the input member (IN) and the first rotation element are released. (E1) is in an engaged state that restricts the relative rotation.

  According to this configuration, the internal combustion engine (EG), the rotating electrical machine (MG), the output member (OUT), and the output member (OUT) are set by releasing the clutch (C1), the first brake (B1), and the second brake (B2). Can be separated so that no power transmission takes place. In this state, the input member (IN) and the first rotating element (E1) are engaged by the one-way clutch (F1), so that the internal combustion engine (EG) that is drivingly connected to the input member (IN) and the first The rotating electrical machine (MG) that is drivingly connected to the rotating element (E1) can be connected to be able to transmit power. Therefore, the rotating electrical machine (MG) is caused to generate power by the torque from the internal combustion engine (EG) in a non-driven state where torque is not transmitted from both the internal combustion engine (EG) and the rotating electrical machine (MG) to the output member (OUT). be able to.

  Further, according to this configuration, at least the torque of the internal combustion engine (EG) is set to the wheel according to the engagement state of the clutch (C1), the first brake (B1), the second brake (B2), and the one-way clutch (F1). (W) and a state in which the internal combustion engine (EG) is disconnected and torque of the rotating electrical machine (MG) is transmitted to the wheels (W), and in each of these states, the output member (OUT) is connected to the vehicle. The state driven in the forward direction and the state driven in the reverse direction can be switched.

[2]
The input member (IN) is drivingly connected to the internal combustion engine (EG) via a transmission (TM),
The transmission (TM) is capable of changing the speed ratio of the internal combustion engine (EG) while changing the rotation of the internal combustion engine (EG) to the input member (IN).

  According to this configuration, the gear ratio in the case of transmitting the rotation of the internal combustion engine (EG) to the output member (OUT) is appropriately adjusted according to the rotational speed and torque required to be transmitted to the wheel (W). be able to. As a result, the vehicle can be run efficiently according to the situation. Further, when the internal combustion engine (EG) and the rotating electrical machine (MG) are separated from the output member (OUT) to cause the rotating electrical machine (MG) to generate power by the torque from the internal combustion engine (EG), the internal combustion engine The gear ratio between the internal combustion engine (EG) and the rotating electrical machine (MG) can be adjusted as appropriate so that the efficiency of both the engine (EG) and the rotating electrical machine (MG) is increased. As a result, it is possible to efficiently generate power using the torque of the internal combustion engine (EG).

[3]
As described above, the input member (IN) is drivingly connected to the internal combustion engine (EG) via a transmission (TM).
In the configuration in which the transmission (TM) is capable of shifting the rotation of the internal combustion engine (EG) and transmitting it to the input member (IN) and changing the gear ratio thereof,
The transmission (TM) is a continuously variable transmission (CVT) capable of continuously changing the gear ratio.

  According to this configuration, the gear ratio between the internal combustion engine (EG) and the output member (OUT) and between the internal combustion engine (EG) and the rotating electrical machine (MG) can be continuously changed. Therefore, more efficient vehicle travel and power generation are possible. By the way, in general, a continuously variable transmission (CVT) does not have a function of reversing the rotation direction, and is therefore often used in combination with a forward / reverse switching mechanism having this function. According to this configuration, the differential gear device (D) can also function as a forward / reverse switching mechanism. As a result, the overall configuration of the vehicle drive device (H) can be simplified and downsized.

[4]
The clutch (C1), the first brake (B1), and the second brake (B2) are released, and the input member (IN), the rotating electrical machine (MG), and the output member (OUT) The internal combustion engine is separated and the one-way clutch (F1) is engaged, and the rotating electrical machine (MG) is transmitted via the one-way clutch (F1) and the first rotating element (E1). The non-drive power generation mode in which power generation is performed by the rotation and torque of (EG) can be executed.

  According to this configuration, the rotating electrical machine (MG) is driven by the torque from the internal combustion engine (EG) while the non-driving state in which torque is not transmitted from both the internal combustion engine (EG) and the rotating electrical machine (MG) to the output member (OUT). Can generate electricity. Therefore, for example, the rotating electrical machine (MG) can generate power even when the vehicle (W) is not rotating and the vehicle is stopped.

[5]
A parallel mode in which at least one of the clutch (C1) and the one-way clutch (F1) is engaged, and at least torque of the internal combustion engine (EG) is transmitted to the output member (OUT);
Both the clutch (C1) and the one-way clutch (F1) are disengaged, and one of the first brake (B1) and the second brake (B2) is engaged, and the input member ( IN) is disconnected from the output member (OUT), and the electric travel mode in which the torque of the rotating electrical machine (MG) is transmitted to the output member (OUT) can be executed.

  According to this configuration, the torque of the internal combustion engine (EG) is transmitted to the output member (OUT) according to the rotational speed and torque required to be transmitted to the wheels (W), the state of charge of the power storage device, and the like. The parallel mode and the electric travel mode in which only the torque of the rotating electrical machine (MG) is transmitted to the output member (OUT) without using the torque of the internal combustion engine (EG) can be selected and executed. Therefore, the vehicle can be efficiently driven according to the situation at that time.

  The vehicle drive device according to the present disclosure only needs to exhibit at least one of the effects described above.

  The present invention can be applied to a vehicle drive device.

H: Vehicle drive device EG: Internal combustion engine MG: Electric rotating machine TM: Transmission CVT: Continuously variable transmission D: Differential gear device E1: First rotation element E2: Second rotation element E3: Third rotation element E4: Fourth rotating element C1: Clutch B1: First brake B2: Second brake F1: One-way clutch IN: Input member OUT: Output member CS: Case (non-rotating member)
W: Wheel

Claims (5)

A vehicle drive device comprising an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, a rotating electrical machine, a one-way clutch, and a differential gear device,
The differential gear device has four rotating elements which are a first rotating element, a second rotating element, a third rotating element, and a fourth rotating element in the order of the rotation speed,
The first rotating element is drivingly connected to the rotating electrical machine;
The second rotating element is selectively fixed to the non-rotating member by a first brake;
The third rotating element is connected to the output member and selectively connected to the input member by a clutch.
The fourth rotating element is selectively fixed to the non-rotating member by a second brake;
When the rotational speed of the input member is lower than the rotational speed of the first rotating element, the one-way clutch enters a released state that allows relative rotation between the input member and the first rotating element, and the input member rotates. The vehicle drive device which will be in the engagement state which controls the said relative rotation of the said input member and a said 1st rotation element when a speed becomes the same as the rotation speed of a said 1st rotation element. The input member is drivingly connected to the internal combustion engine via a transmission,
The vehicle drive device according to claim 1, wherein the transmission is capable of changing the transmission ratio while changing the rotation of the internal combustion engine and transmitting it to the input member.   The vehicle drive device according to claim 2, wherein the transmission is a continuously variable transmission capable of continuously changing the transmission ratio.   The clutch, the first brake, and the second brake are released to separate the input member, the rotating electrical machine, and the output member, and the one-way clutch is engaged, 4. The non-driving power generation mode in which power generation is performed by rotation and torque of the internal combustion engine transmitted through the one-way clutch and the first rotation element can be executed. Vehicle drive device. A parallel mode in which at least one of the clutch and the one-way clutch is engaged, and at least torque of the internal combustion engine is transmitted to the output member;
Both the clutch and the one-way clutch are disengaged and one of the first brake and the second brake is engaged, and the input member is disconnected from the output member. The vehicle drive device according to any one of claims 1 to 4, wherein an electric travel mode in which is transmitted to the output member is executable.

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