JP2022127840A - Driving device for vehicle - Google Patents

Abstract

To provide a technique which enables miniaturization in a radial direction of a driving device of a hybrid vehicle.SOLUTION: A driving device for a vehicle includes: a counter gear mechanism CG having a first gear G1 and a second gear G2; a differential gear mechanism DF for output for distributing rotation of a third gear G3 engaged with the second gear G2 to a pair of output members OUT driven and connected to a vehicle W; a first transmission system 1 for driving and connecting an input member IN driven and connected to an internal combustion engine EG and a rotor 10 of a first rotary electric machine MG1; a second transmission system 2 for driving and connecting the rotor 10 of the first rotary electric machine MG1 and the first gear G1; a third transmission system 3 for driving and connecting a rotor 20 of a second rotary electric machine MG2 and the third gear G3; a first engagement device CL1 for connecting/disconnecting power transmission in the first transmission system 1; a second engagement device CL2 for connecting/disconnecting power transmission in the second transmission system 2; a planetary gear type speed-increasing gear PG1 provided in the first transmission system 1; and a planetary gear type speed-increasing gear PG2 provided in the second transmission system 2.SELECTED DRAWING: Figure 1

Description

The present invention comprises an input member drivingly connected to an internal combustion engine, an output member drivingly connected to wheels, a first rotating electric machine, a second rotating electric machine, and a plurality of gears drivingly connecting therebetween. The present invention relates to a vehicle drive system.

In Japanese Patent No. 5593117, a first rotating electric machine, a second rotating electric machine, and a planetary gear mechanism are provided coaxially with an internal combustion engine, the internal combustion engine and the first rotating electric machine are drivingly connected via the planetary gear mechanism, and further , discloses a vehicle driving device for a hybrid vehicle that is drivingly connected to an output member via a counter gear mechanism. This vehicular drive system is a series hybrid drive in which the power of an internal combustion engine is used to cause a first rotating electric machine to generate power, and the electric power drives a second rotating electric machine to drive wheels via an output member. Parallel hybrid drive is possible in which the driving force of the electric machine and the second rotating electric machine drives the wheels via the output member.

Japanese Patent No. 5593117

When the driving force of the internal combustion engine is used to generate power in the first rotating electric machine, it is often possible to generate power more efficiently by increasing the speed of rotation of the internal combustion engine and transmitting it to the first rotating electric machine. On the other hand, when the driving force of the internal combustion engine, the first rotating electric machine, the second rotating electric machine, etc. is transmitted to the output member, it is easier to secure a large driving force by reducing the rotation speed of those components. In many cases, a speed reduction mechanism is provided in the transmission path of the driving force. In the vehicle drive system described above, the internal combustion engine, the first rotating electric machine, and the second rotating electric machine are drivingly connected to the output member via the counter gear mechanism that functions as a reduction mechanism. However, in order to obtain a large reduction ratio with the counter gear mechanism, it is necessary to increase the diameter of the counter gear mechanism on the driven side (output member side) relative to the driving side (driving force source side). Therefore, the distance between the shaft of the counter gear mechanism and the adjacent shaft tends to increase. Therefore, the vehicle drive device tends to be large in the radial direction.

In view of the above background, it is desirable to provide a technology that can reduce the size of a vehicle drive device for a hybrid vehicle in the radial direction.

In view of the above, a vehicle drive system includes an input member that is drivingly connected to an internal combustion engine, a pair of output members that are drivingly connected to wheels, a first rotating electric machine having a first rotor, and a second rotor. a counter gear mechanism including a first gear and a second gear that rotates integrally with the first gear; and a third gear that meshes with the second gear, the third gear to the pair of output members; a first transmission system for drivingly connecting the input member and the first rotor; and driving the first rotor and the first gear. a second transmission system to be connected, a third transmission system for drivingly connecting the second rotor and the third gear, a first engagement device for connecting and disconnecting power transmission in the first transmission system, and the second transmission and a planetary gear mechanism provided in the first transmission system, the planetary gear mechanism increasing the speed of rotation of the input member and transmitting it to the first rotor. and a planetary gear type reduction gear, which is a planetary gear mechanism provided in the second transmission system, for reducing the speed of the rotation of the first rotor and transmitting it to the first gear.

According to this configuration, it is possible to realize a drive device for a hybrid vehicle capable of executing both the series hybrid mode and the parallel hybrid mode. Further, since the first transmission system is provided with a planetary gear type speed increaser, the rotation of the internal combustion engine can be accelerated and transmitted to the first rotor, so that the first rotor can be rotated at a relatively high speed. , power generation by the first rotating electric machine can be efficiently performed. Further, since the second transmission system is provided with a planetary gear type speed reducer, the rotation of the first rotor can be reduced and transmitted to the counter gear mechanism. Therefore, the driving force of the first rotary electric machine and, when the first engagement device is in the engaged state, the driving force of the internal combustion engine can be further amplified and transmitted to the pair of output members. Since the planetary gear type speed reducer configured by the planetary gear mechanism is provided separately from the counter gear mechanism, the reduction ratio in the counter gear mechanism can be increased compared to the case where the reduction ratio is secured only by the counter gear mechanism. It is possible to reduce the need to do so, and it is easy to keep the diameter of the gear of the counter gear mechanism small. Therefore, it becomes easy to keep the distance between the shafts of the counter gear mechanism and the adjacent shafts small, and it is possible to suppress the increase in size of the vehicle drive device in the radial direction. That is, according to this configuration, it is easy to reduce the size of the vehicle drive device for the hybrid vehicle in the radial direction.

Further features and advantages of the vehicle drive will become apparent from the following description of non-limiting exemplary embodiments, which are explained with reference to the drawings.

1 is a skeleton diagram of a vehicle drive system according to a first embodiment; 1 is a schematic cross-sectional view of a vehicle drive system according to a first embodiment; FIG. The skeleton diagram of the vehicle drive system of the second embodiment. Schematic cross-sectional view of a vehicle drive device of a second embodiment 1 is a velocity diagram of the vehicle drive system of the first embodiment; Velocity diagram of the vehicle drive system of the second embodiment

Hereinafter, embodiments of a vehicle drive system will be described based on the drawings. The direction of each member in the following description represents the direction when they are assembled in the vehicle drive system. Terms relating to the dimensions, arrangement direction, arrangement position, etc. of each member are concepts that include the state of having differences due to errors (errors to the extent allowable in manufacturing).

In this specification, the term "drive connection" refers to a state in which two or more rotating elements are connected so as to be able to transmit driving force (synonymous with torque), and the two rotating elements rotate together. or a state in which the two rotating elements are connected so as to transmit driving force via one or more transmission members. Such transmission members include various members (for example, shafts, gear mechanisms, belts, chains, etc.) that transmit rotation at the same speed or at different speeds, and are engaged in selectively transmitting rotation and driving force. Engagement devices (eg, friction engagement devices, interlocking engagement devices, etc.) may also be included.

In this specification, the term "rotary electric machine" is used as a concept including motors (electric motors), generators (generators), and motors/generators that function as both motors and generators as necessary. there is Further, in this specification, regarding the arrangement of two members, "overlapping in a particular direction view" means that when a virtual straight line parallel to the viewing direction is moved in each direction orthogonal to the virtual straight line, It means that there is at least a part of the area where the virtual straight line intersects both of the two members. In addition, in this specification, with respect to the arrangement of two members, “the axial arrangement regions overlap” means that the axial arrangement region of one member includes at least the axial arrangement region of the other member. It means that part is included.

1, 2, and 5 are diagrams of the vehicle drive system of the first embodiment, wherein FIG. 1 is a skeleton diagram, FIG. 2 is a schematic cross-sectional diagram, and FIG. 5 is a velocity diagram. 3, 4, and 6 are diagrams of the vehicle drive system of the second embodiment, wherein FIG. 3 is a skeleton diagram, FIG. 4 is a schematic cross-sectional diagram, and FIG. 6 is a velocity diagram. be. When distinguishing between the first embodiment and the second embodiment, the vehicle drive system 100 according to the first embodiment will be referred to as a first vehicle drive system 100A, and the vehicle drive system 100 according to the second embodiment will be referred to as a first vehicle drive system 100A. This is called a second vehicle drive device 100B. When the two are not distinguished from each other, they are simply referred to as the vehicle drive system 100 . Descriptions of matters common to both embodiments will be omitted as appropriate.

As shown in FIGS. 1 to 4, the vehicle drive system 100 includes an input member IN drivingly connected to an internal combustion engine EG, a pair of output members OUT drivingly connected to wheels W, and a first rotor. , a second rotating electric machine MG2 having a second rotor 20, and a plurality of gear mechanisms. As shown in FIGS. 2 and 4, both the first embodiment and the second embodiment are housed in a case CS. Part of the input member IN and part of the pair of output members OUT are exposed to the outside of the case CS.

Although details will be described later, the vehicle drive device 100 includes, as a plurality of gear mechanisms, a counter gear mechanism CG, an output differential gear mechanism DF, and a plurality of planetary gear mechanisms. Further, the vehicle drive device 100 includes a planetary gear type speed increaser PG1 and a planetary gear type speed reducer PG2 as a plurality of planetary gear mechanisms. When distinguishing between the first vehicle drive device 100A and the second vehicle drive device 100B, the first vehicle drive device 100A includes a first planetary gear type speed increaser PG11 and a first planetary gear type speed reducer PG12. , and the second vehicle drive device 100B is provided with a second planetary gear type speed reducer PG21 and a second planetary gear type speed reducer PG22.

The counter gear mechanism CG includes a first counter gear 61 (first gear G1) and a second counter gear 62 (second gear G2) that rotates integrally with the first counter gear 61 . The output differential gear mechanism DF includes a differential input gear 71 (the third gear is G3) that meshes with the second counter gear 62, and distributes the rotation of the differential input gear 71 to the pair of output members OUT. The vehicle drive system 100 includes three driving force transmission systems between the input member IN and the differential input gear 71 . The first transmission system 1 is a transmission system that drives and connects the input member IN and the first rotor 10 . The second transmission system 2 is a transmission system that drives and connects the first rotor 10 and the first counter gear 61 (the first gear G1). The third transmission system 3 is a transmission system that drives and connects the second rotor 20 and the differential input gear 71 (the third gear is G3). Part or all of the power transmission paths of the first transmission system 1, the second transmission system 2, and the third transmission system 3 may overlap with the power transmission paths of other transmission systems. The first transmission system 1 is provided with a first engagement device CL1 for connecting and disconnecting power transmission in the first transmission system 1, and the second transmission system 2 is provided with power transmission in the second transmission system 2. A connecting/disconnecting second engaging device CL2 is provided.

The planetary gear type speed up gear PG<b>1 described above is a planetary gear mechanism provided in the first transmission system 1 , and speeds up the rotation of the input member IN and transmits it to the first rotor 10 . Further, the planetary gear type reduction gear PG2 is a planetary gear mechanism provided in the second transmission system 2, and reduces the rotation of the first rotor 10 and transmits it to the first counter gear 61 (first gear G1). . Further, the planetary gear type speed-up gear PG1 includes a first rotating element E1, a second rotating element E2, and a third rotating element E3, which will be described later in detail. The first rotating element E1 is drivingly connected to the first rotor 10, the second rotating element E2 is drivingly connected to the input member IN, and the third rotating element E3 is a non-rotating member (here, case CS).

1 to 4, an input member IN, a first rotating electrical machine MG1, a planetary gear speed increaser PG1, a planetary gear speed reducer PG2, a first engagement device CL1, a first The 2-engagement device CL2 is arranged on the first axis A1. The counter gear mechanism CG is arranged on a second axis A2 parallel to the first axis A1, and the output differential gear mechanism DF is arranged on a separate axis parallel to the first axis A1 and the second axis A2. It is arranged on the third axis A3, which is an axis.

Further, in the first vehicle drive device 100A according to the first embodiment, the second rotating electric machine MG2 is arranged on the fourth axis A4 parallel to the first axis A1, the second axis A2 and the third axis A3. are placed in In the second vehicle drive device 100B according to the second embodiment, the second rotating electric machine MG2 is arranged on the first axis A1. That is, in the second vehicle drive device 100B, the first rotating electric machine MG1 and the second rotating electric machine MG2 are coaxially arranged.

The first rotary electric machine MG1, the planetary gear type speed increaser PG1, the planetary gear type speed reducer PG2, the first engagement device CL1, and the second engagement device CL2 are arranged on the same axis (first axis A1). By arranging them, it is possible to suppress an increase in the number of shafts of the vehicle drive device 100 as a whole. As a result, it is possible to suppress an increase in size of the vehicle drive device 100 .

In this specification, the direction parallel to the first axis A1, the second axis A2, the third axis A3, and the fourth axis A4 is defined as the "axial direction L" of the vehicle drive device 100, and one side thereof is defined as the "axial direction. A first side L1", and the other side is referred to as a "second axial side L2". Here, the side where the input member IN is connected to the internal combustion engine EG is defined as the "second axial side L2". Further, the direction orthogonal to each of the first axis A1, the second axis A2, the third axis A3, and the fourth axis A4 is referred to as a "radial direction" with respect to each axis. When there is no need to distinguish which axis should be used as a reference, or when it is clear which axis should be used as a reference, the term "radial direction" may be used simply.

In addition, in this specification, a form in which the vehicle drive device 100 is configured with a total of three axes (second vehicle drive device 100B) or four axes (first vehicle drive device 100A) is exemplified. However, for example, the gear (for example, the counter drive gear 51) that drives and connects the planetary gear type speed reducer PG2 and the counter gear mechanism CG is different from the first shaft A1, the second shaft A2, the third shaft A3, and the fourth shaft A4. It does not preclude a configuration in which it is arranged on another axis parallel to these (for example the fifth axis). Further, the gear drivingly connecting the second rotating electric machine output gear 29 and the first counter gear 61 drivingly connecting the second rotating electric machine MG2 and the first counter gear 61 is arranged on such a fifth shaft. form is not prohibited.

As described above, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 function as motors (electric motors) that receive power supply and generate power, and function as generators (power generators) that receive power supply and generate power. machine). Therefore, the first rotating electrical machine MG1 and the Dow 2 rotating electrical machine MG2 are each electrically connected to a power storage device (not shown). As this power storage device, various known power storage devices such as a battery and a capacitor can be used.

The first rotating electrical machine MG1 functions as a generator that generates power using the torque of the internal combustion engine EG, charges a power storage device, or supplies electric power for driving the second rotating electrical machine MG2. However, the first rotating electrical machine MG1 may function as a motor that generates driving force (synonymous with "torque") by power running when the vehicle is running at high speed or when the internal combustion engine EG is started. The internal combustion engine EG is a prime mover (gasoline engine, diesel engine, etc.) that is driven by combustion of fuel to take out power. The second rotating electric machine MG2 mainly functions as a motor that generates driving force for running the vehicle. However, during deceleration of the vehicle, the second rotating electric machine MG2 may function as a generator that regenerates the inertial force of the vehicle as electrical energy.

The first rotating electrical machine MG1 and the second rotating electrical machine MG2 are inner rotor type rotating electrical machines. The first rotating electric machine MG1 has a first stator 12 and a first rotor 10 . The first stator 12 is fixed to a non-rotating member (here, the case CS), and the first rotor 10 is rotatably arranged radially inside the first stator 12 . A first rotor shaft 11 that rotates integrally with the first rotor 10 is arranged radially inside the first rotor 10 . Similarly, the second rotating electrical machine MG2 has a second stator 22 and a second rotor 20 . The second stator 22 is fixed to a non-rotating member (here, the case CS), and the second rotor 20 is rotatably arranged radially inside the second stator 22 . A second rotor shaft 21 that rotates integrally with the second rotor 20 is arranged radially inside the second rotor 20 .

As described above, in the first transmission system, the input member IN and the first rotor 10 are drivingly connected. In other words, the first rotor shaft 11 that rotates integrally with the first rotor 10 is drivingly connected to the input member. The input member IN is formed to extend along the axial direction L. As shown in FIG. As shown in FIGS. 2 and 4, the input member IN penetrates the case CS in the axial direction L so as to protrude from the case CS toward the axial second side L2. The input member IN is arranged on the first side L1 in the axial direction with respect to the internal combustion engine EG. The input member IN is drivingly connected to an output shaft EOUT (such as a crankshaft) of the internal combustion engine EG via a damper device DP. The damper device DP is a device that dampens fluctuations in transmitted torque. For example, the damper device DP has a torque limiter for limiting excessive load acting on the power transmission path from the output member OUT to the internal combustion engine EG when excessive torque is input from the output side. is preferably provided.

Further, power is transmitted to the output member OUT via an output differential gear mechanism DF. The output differential gear mechanism DF distributes the rotation of the differential input gear 71 (third gear G3) to a pair of output members OUT. The output differential gear mechanism DF includes a pair of differential pinion gears 72 and a pair of side gears 73 supported by a differential case in addition to the differential input gear 71 . Here, both the pair of differential pinion gears 72 and the pair of side gears 73 are bevel gears. The differential case is a hollow member that rotates integrally with the differential input gear 71, and accommodates a pair of differential pinion gears 72 and a pair of side gears 73 therein.

The pair of differential pinion gears 72 are arranged to face each other with a gap along the radial direction with respect to the third axis A3. Each of the pair of differential pinion gears 72 is attached to a pinion shaft that is supported so as to rotate integrally with the differential case, and is rotatable (rotating) about the pinion shaft and about the third axis A3. Rotation (revolution) is possible.

The pair of side gears 73 are rotating elements after the driving force is distributed in the output differential gear mechanism DF. The pair of side gears 73 are arranged to be spaced apart from each other in the axial direction L so as to face each other with the pair of pinion shafts interposed therebetween. Each side gear 73 meshes with both differential pinion gears 72 . Each of the pair of side gears 73 is connected to the pair of output shafts 80 so as to rotate integrally therewith. In this embodiment, each of the pair of side gears 73 is a part of the output differential gear mechanism DF and also corresponds to the output member OUT.

The pair of output shafts 80 are formed to protrude on both sides in the axial direction L from the output differential gear mechanism DF. Specifically, the output shaft 80 on the first axial side L1 is arranged so that the end portion on the first axial side L1 passes through the case CS in the axial direction L and is exposed to the outside of the case CS, The output shaft 80 on the axial second side L2 is arranged such that the end portion on the axial second side L2 passes through the case CS in the axial direction L and is exposed to the outside of the case CS. That is, the output shaft 80 on the first axial side L1 is integrally connected with the side gear 73 so as to protrude from the side gear 73 on the first axial side L1 to the first axial side L1. Further, the output shaft 80 on the second axial side L2 is integrally connected with the side gear 73 so as to protrude from the side gear 73 on the second axial side L2 to the second axial side L2. Each of the pair of output shafts 80 is drivingly connected to the wheels W. As shown in FIG. Incidentally, each of the pair of output shafts 80 may be considered as the output member OUT.

Power transmission between the internal combustion engine EG and the input member IN, and power transmission between the differential input gear 71 (third gear G3) and the wheels W are the same between the first embodiment and the second embodiment. Regarding power transmission between the input member IN and the third gear G3, since the specific configuration differs between the first embodiment and the second embodiment, each embodiment will be described separately below.

First, the first embodiment will be explained. A first transmission system 1 drivingly connecting the input member IN and the first rotor 10 includes a planetary gear type speed increaser PG1 and a first engagement device CL1. The first rotor shaft 11 can also be included in the first transmission system 1 . The planetary gear type speed-up gear PG1 includes a first sun gear S1 ("S11" and so on when distinguishing between the two embodiments), a first carrier C1 (C11), a first ring gear R1 (R11), a first and a pinion gear supported by the carrier C1. The pinion gear includes a sun gear-side pinion gear that meshes with the first sun gear S1 and a ring gear-side pinion gear that meshes with the first ring gear R1. mechanism.

In this example, the first sun gear S1 corresponds to the first rotating element E1, the first carrier C1 corresponds to the second rotating element E2, and the first ring gear R1 corresponds to the third rotating element E3. As shown in FIG. 1, the input member IN is drivingly connected to a first carrier C1 (second rotating element E2), and a first rotor shaft 11 rotating integrally with the first rotor 10 is connected to a first sun gear S1 ( Drivingly connected to the first rotating element E1). The first ring gear R1 (third rotating element E3) is selectively coupled to the case CS, which is a non-rotating member, by the first engaging device CL1. When the first ring gear R1 is connected to the case CS by the first engagement device CL1, as shown in the speed diagram of FIG. The speed is increased by the speed increaser PG1 and transmitted to the first rotating electric machine MG1.

In this embodiment, the order of the rotational speeds of the first rotating element E1, the second rotating element E2, and the third rotating element E3 is the order of description. By drivingly connecting the input member IN to the second rotating element E2, drivingly connecting the first rotor 10 to one of the first rotating element E1 and the third rotating element E3, and fixing the other to the case CS, The rotation of the input member IN is accelerated and transmitted to the first rotor 10 . In the present embodiment, when the first engaging device CL1 is engaged, the rotational speeds of the first rotating element E1, the second rotating element E2, and the third rotating element E3 increase in this order. The rotation of the input member IN (internal combustion engine EG) connected to E2 is accelerated and transmitted to the first rotor 10 connected to the first rotating element E1.

In the present application, "the order of rotational speed" means the order of rotational speed in the rotating state of each rotating element. The rotation speed of each rotating element changes depending on the rotation state of the planetary gear mechanism, but the order of the rotation speed of each rotating element is fixed because it is determined by the structure of the planetary gear mechanism. The "order of rotation speed of each rotating element" is equal to the order of arrangement in the velocity diagram (nominal diagram) of each rotating element. Here, the "arrangement order of each rotating element in the velocity diagram" refers to the order in which the axis corresponding to each rotating element in the velocity diagram (nominal diagram) is arranged along the direction orthogonal to the axis. That is. The arrangement direction of the shaft corresponding to each rotating element in the velocity diagram (collinear diagram) differs depending on how the velocity diagram is drawn, but the order of arrangement is fixed because it is determined by the structure of the planetary gear mechanism.

Further, as is clear from the velocity diagram of FIG. 5, the greater the distance between the first rotating element E1 and the second rotating element E3 than the distance between the second rotating element E2 and the third rotating element E3, the higher the increase. speed ratio can be obtained. Here, as described above, the planetary gear type speed increaser PG1 is configured by a double pinion type planetary gear mechanism, but the planetary gear type speed increaser PG1 is configured by a single pinion type planetary gear mechanism. may Also, the order of the rotational speeds of the first rotational element E1, the second rotational element E2, and the third rotational element E3 as described above is merely an example, and the rotation of the second rotational element E2 (input member IN) is accelerated. The order of these rotation speeds may be changed as long as the configuration is such that the first rotation element E1 (first rotor 10) is transmitted to the first rotation element E1 (first rotor 10).

When the first engagement device CL1 is in the disengaged state and the first ring gear R1 is not connected to the case CS, the first carrier C1 is idly rotated, causing the input member IN and the first rotor 10 to rotate. Power transmission of the first transmission system 1 is interrupted, and power from the internal combustion engine EG is not transmitted to the first rotor 10 .

By providing such a rotating element, it is possible to obtain the planetary gear type gearbox PG1 capable of realizing an appropriate gear ratio. Further, since the fixed rotating element is fixed to the non-rotating member (case CS) via the first engaging device CL1, it is possible to appropriately control the connection/disconnection of power transmission from the input member IN.

In the first embodiment, the first engagement device CL1 is a mesh engagement device (dog clutch). For example, the first engagement device CL1 is configured to be switchable between an engaged state and a released state by an actuator such as a solenoid. Specifically, the first engaging device CL1 includes a first engaging member DS1 (dog sleeve) configured to move along the axial direction L by an actuator, and a pair of engaging members DS1 engaged with the first engaging member DS1. and a first meshed member DT1. One of the pair of first meshed members DT1 is connected to rotate integrally with the first ring gear R1, and the other is fixed to the case CS. For example, the first meshed member DT1 is arranged radially outwardly of the pair of first meshed members DT1 and is supported movably in the axial direction L. As shown in FIG. The first engaging device CL1 enters an engaged state when the first engaging member DS1 engages both of the pair of first engaged members DT1, and the first engaging member DS1 is at least one of the pair of first engaging members DS1. It becomes a release state by separating from one side.

In the first embodiment, the planetary gear type speed increaser PG1, the first rotary electric machine MG1, and the planetary gear type speed reducer PG2 are arranged in the order described from the axial direction first side L1 toward the axial direction second side L2. there is The first rotor shaft 11 is coupled to rotate integrally with the first sun gear S1 of the planetary gear type speed increaser PG1 on the first side L1 in the axial direction of the first rotating electrical machine MG1. On the second side L2, it is connected so as to rotate integrally with a second sun gear S2 (described later) of the planetary gear type speed reducer PG2.

The planetary gear type speed reducer PG2 includes a second sun gear S2 ("S12" is the same when distinguishing between the two embodiments), a second carrier C2 (C12), a second ring gear R2 (R12), a second carrier and a pinion gear supported by C2. The pinion gear meshes with the second sun gear S2 and the second ring gear R2. The planetary gear type speed reducer PG2 is a single pinion type planetary gear mechanism. In this example, the second sun gear S2 corresponds to the fourth rotating element E4, the second carrier C2 corresponds to the fifth rotating element E5, and the second ring gear R2 corresponds to the sixth rotating element E6.

The second sun gear S2 (fourth rotating element E4) is connected to the first rotor shaft 11 so as to rotate integrally with the first rotor 10, and the second carrier C2 (fifth rotating element E5) is connected to the second engaging device. The second ring gear R2 (sixth rotating element E6) is selectively connected to the case CS, which is a non-rotating member, via CL2, and is connected to rotate integrally with the counter drive gear 51 (fourth gear G4). ing. As will be described later, the counter driving gear 51 is a gear that meshes with the first counter gear 61 (first gear G1) of the counter gear mechanism CG, and in this embodiment, is arranged radially outwardly of the second ring gear R2. , is connected to rotate integrally with the second ring gear R2.

As described above, the second carrier C2 (fifth rotating element E5) is selectively coupled to the non-rotating member case CS by the second engaging device CL2. When the second carrier C2 is connected to the case CS by the second engagement device CL2, as shown in the velocity diagram of FIG. is reduced and transmitted by the planetary gear type speed reducer PG2.

In this embodiment, the order of the rotational speeds of the fourth rotating element E4, the fifth rotating element E5, and the sixth rotating element E6 is the order of description. The fifth rotating element E5 is fixed to the case CS, and the one of the fourth rotating element E4 and the sixth rotating element E6 having the larger absolute value of the rotational speed is the driving source (here, the first rotating electric machine MG1) side. The members are driven and connected, and the member on the side of the output member OUT is driven and connected to the side with the smaller absolute value of the rotational speed, so that the rotation of the drive source is decelerated and transmitted to the side of the output member OUT. In the present embodiment, the rotation of the fourth rotating element E4 is reversed, decelerated, and transmitted to the sixth rotating element E6 while the second engaging device CL2 is engaged. Therefore, the rotation of the first rotor 10 connected to the fourth rotating element E4 is decelerated and transmitted to the counter drive gear 51 connected to the sixth rotating element E6.

Although the planetary gear reducer PG2 is configured by a single pinion planetary gear mechanism here, the planetary gear reducer PG2 may be configured by a double pinion planetary gear mechanism. Also, the order of the rotational speeds of the fourth rotating element E4, the fifth rotating element E5, and the sixth rotating element E6 as described above is merely an example, and the rotation of the fourth rotating element E4 (first rotor 10) is decelerated. The order of these rotation speeds may be changed as long as the rotation speed is transmitted to the sixth rotation element E6 (counter drive gear 51).

By providing such a rotating element, it is possible to obtain the planetary gear type speed reducer PG2 capable of realizing an appropriate speed reduction ratio. Further, since the fixed rotating element is fixed to the non-rotating member (case CS) via the second engaging device CL2, the direction from the input member IN and the first rotating electric machine MG1 side to the output member OUT side is The connection/disconnection of power transmission can also be appropriately controlled.

The second engagement device CL2 is also a mesh engagement device (dog clutch). The second engagement device CL2 is also configured to be switchable between an engaged state and a released state by an actuator such as a solenoid. Specifically, the second engaging device CL2 includes a second engaging member DS2 (dog sleeve) configured to move along the axial direction L by an actuator, and a pair of engaging members DS2 engaged with the second engaging member DS2. and a second meshed member DT2. One of the pair of second engaged members DT2 is connected to rotate integrally with the second carrier C2, and the other is fixed to the case CS. The second engaging device CL2 is in an engaged state when the second engaging member DS2 engages both of the pair of second engaged members DT2, and the second engaging member DS2 engages the pair of second engaged members DT2. It will be in a release state by separating from at least one side.

When the second engagement device CL2 is in the disengaged state and the second carrier C2 is not connected to the case CS, the second ring gear R2 idles and the first rotor shaft 11 and the first counter gear 61 (the first gear) rotate. G1) is interrupted. That is, the power transmission of the second transmission system 2 between the input member IN and the first counter gear 61 is interrupted, and the power from the internal combustion engine EG is not transmitted to the first counter gear 61 .

As described above, the second transmission system 2 is a transmission system that drives and connects the first rotor 10 and the first counter gear 61 (the first gear G1). The second transmission system 2 includes the planetary gear type speed reducer PG2, the second engagement device CL2, and the counter drive gear 51 (fourth gear G4) described above. The first rotor shaft 11 can also be included in the second transmission system 2 . In this embodiment, the first rotor shaft 11 can be redundantly included in both the first transmission system 1 and the second transmission system 2 .

The counter gear mechanism CG includes a first counter gear 61 (first gear G1) and a second counter gear 62 (second gear G2) that rotates integrally with the first counter gear 61 . In the first embodiment, the first counter gear 61 is arranged on the second side L2 in the axial direction with respect to the second counter gear 62 . The second counter gear 62 is a gear with a smaller diameter than the first counter gear 61 . Therefore, the number of teeth of the second counter gear 62 is smaller than the number of teeth of the first counter gear 61 . As a result, the speed reduction in the power transmission path between the counter drive gear 51 and the differential input gear 71 is greater than when the counter drive gear 51 and the differential input gear 71 are meshed directly or via an idler gear. ratio can be increased. Therefore, the counter gear mechanism CG functions as a deceleration mechanism. Here, in order to increase the speed reduction ratio in the counter gear mechanism CG, the diameter of the first counter gear 61 is increased (the number of teeth is increased), and the diameter of the second counter gear 62 is decreased (the number of teeth is decreased). There is a need to. However, since there is a limit to reducing the diameter of the second counter gear 62 from the viewpoint of strength and durability, increasing the reduction ratio in the counter gear mechanism CG tends to increase the diameter of the first counter gear 61. be. When the diameter of the first counter gear 61 increases, the distance between the second axis A2 on which the counter gear mechanism CG is arranged and the adjacent first axis A1, fourth axis A4, and third axis A3 increases. tends to grow. However, in this embodiment, power is transmitted to the counter gear mechanism CG via the planetary gear type speed reducer PG2, so the need to increase the reduction ratio in the counter gear mechanism CG can be reduced. As a result, it is possible to suppress an increase in the diameter of the counter gear mechanism CG and an increase in the inter-axis distance between the shaft of the counter gear mechanism and the adjacent shaft, thereby suppressing an increase in the radial size of the vehicle drive device 100. can be suppressed.

The second counter gear 62 meshes with the differential input gear 71 of the output differential gear mechanism DF. Therefore, the counter gear mechanism CG is arranged in a power transmission path between the counter drive gear 51 (fourth gear G4) and the output differential gear mechanism DF, and transmits power between them. Also, the first counter gear 61 meshes with the second rotary electric machine output gear 29 . The second rotary electric machine output gear 29 is coupled to the rotor (second rotor 20) of the second rotary electric machine MG2 so as to rotate integrally with the second rotor shaft 21 that rotates integrally with the second rotor 20. It is connected to the rotor shaft 21 . Power from the second rotating electric machine MG2 is transmitted to the output differential gear mechanism DF via the first counter gear 61 . That is, the counter gear mechanism CG can transmit the power from the internal combustion engine EG and the first rotary electric machine MG1 side and the power from the second rotary electric machine MG2 side together to the output differential gear mechanism DF. can.

As described above, the third transmission system 3 is a transmission system that drives and connects the second rotor 20 and the differential input gear 71 (the third gear G3). Therefore, the third transmission system 3 includes the counter gear mechanism CG and the second rotary electric machine output gear 29 . Further, like the first rotor shaft 11 , the second rotor shaft 21 can also be included in the third transmission system 3 .

The first vehicular drive system 100A operates according to the operation states of the internal combustion engine EG, the first rotating electrical machine MG1, the second rotating electrical machine MG2, the first engagement device CL1, and the second engagement device CL2, as shown in Table 1 below, for example. It can be driven by multiple modes of operation as illustrated. In the columns of the first engagement device CL1 and the second engagement device CL2 in Table 1, "o" indicates that the target engagement device is in the engaged state, and the internal combustion engine EG, the first rotating electric machine MG1, "○" in the column of the second rotary electric machine MG2 indicates that the target power source is outputting power. In addition, "●" in the column of the first rotary electric machine MG1 indicates a state in which power is generated by transmitted power. "X" in the columns of the first engaging device CL1 and the second engaging device CL2 indicates that the target engaging device is in the released state. "X" in the columns of the internal combustion engine EG, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 indicates that the target power source does not output power and the rotating electrical machine does not generate power.

For example, when sufficient electric power is stored in the power storage device and high torque is not required, such as when starting the vehicle, the first EV mode in which only the second rotating electric machine MG2 is driven as the power source is selected. be. At this time, the internal combustion engine EG and the first rotary electric machine MG1 are in a stopped state, and the first engagement device CL1 and the second engagement device CL2 are controlled to be in a released state. Then, the power of the second rotating electric machine MG2 is transmitted to the output differential gear mechanism DF via the third transmission system 3, and the wheels W are driven. Note that the first engaging device CL1 may be in the engaged state.

When sufficient electric power is stored in the power storage device and torque higher than that in the first EV mode is required, the second EV mode in which the first rotating electric machine MG1 and the second rotating electric machine MG2 are driven as power sources is selected. can do. At this time, the internal combustion engine EG is in a stopped state, and the first rotating electric machine MG1 is driven together with the second rotating electric machine MG2. The first engagement device CL1 is controlled to be in a released state, and the second engagement device CL2 is engaged so that the power of the first rotary electric machine MG1 is transmitted to the output differential gear mechanism DF via the second transmission system 2. At the same time, the power of the second rotary electric machine MG2 is transmitted to the output differential gear mechanism DF via the third transmission system 3, and the wheels W are driven.

When the electric power stored in the power storage device is not sufficient, the so-called series hybrid system causes the first electric rotating machine MG1 to generate electric power using the power of the internal combustion engine EG, and drives the second electric rotating machine MG2 using the generated electric power. A mode (first HV mode) is selected. When the internal combustion engine EG is driven and the first engagement device CL1 is engaged, the power of the internal combustion engine EG is transmitted to the first rotary electric machine MG1 through the first transmission system 1, and is transmitted to the first rotary electric machine MG1. generate electricity. The second engagement device CL2 is controlled to be in a released state, and the second transmission system 2 is cut off, so that the power of the internal combustion engine EG and the first rotary electric machine MG1 is not transmitted to the output differential gear mechanism DF. On the other hand, the power of the second rotating electric machine MG2 is transmitted to the output differential gear mechanism DF and the wheels W via the third transmission system 3 .

When a torque higher than that in the first hybrid mode is required, a so-called parallel hybrid mode in which the power of the internal combustion engine EG in addition to the power of the second rotating electric machine MG2 is transmitted to the output differential gear mechanism DF to drive the wheels W. (Second HV mode) can be selected. When the internal combustion engine EG is driven and the first engagement device CL1 is engaged, the power of the internal combustion engine EG is transmitted to the first rotary electric machine MG1 through the first transmission system 1, and is transmitted to the first rotary electric machine MG1. generate electricity. Further, by engaging the second engagement device CL2, the power from the internal combustion engine EG can be transmitted to the output differential gear mechanism DF via the second transmission system 2. Power from the internal combustion engine EG is transmitted to the output differential gear mechanism DF via the second transmission system 2, and power of the second rotating electric machine MG2 is transmitted via the third transmission system 3 to the output differential gear mechanism. It is transmitted to DF and the wheels W are driven.

In the above-described state in the second hybrid mode, the second rotating electrical machine MG2 is in power running ("○" in the table) and the first rotating electrical machine MG1 is generating power ("●" in the table). However, the first rotating electric machine MG1 may neither power nor generate (regenerate) power ("x" in the table). In addition, in this mode, the first rotating electrical machine MG1 may be controlled to output driving force (powering) according to the amount of electric power stored in the power storage device and the required driving force ("o" in the table). ). At this time, the second rotating electric machine MG2 may be in power running ("○" in the table) or may be stopped ("X" in the table). When the second rotating electrical machine MG2 is in power running, the power of the internal combustion engine EG, the first rotating electrical machine MG1, and the second rotating electrical machine MG2 is transmitted to the output differential gear mechanism DF to drive the wheels W. When the second rotating electrical machine MG2 is stopped, the power of the internal combustion engine EG and the first rotating electrical machine MG1 is transmitted to the output differential gear mechanism DF to drive the wheels W.

In addition, the second rotating electric machine MG2 is stopped, the second engagement device CL2 is released, and the first engagement device CL1 is engaged in a state in which power is not transmitted to the output differential gear mechanism DF, and the internal combustion engine By driving the EG and causing the first rotary electric machine MG1 to generate electricity using the power thereof, it is possible to realize a charging mode in which the power storage device is charged while the vehicle is stopped.

Thus, according to the present embodiment, it is possible to realize a drive system for a hybrid vehicle capable of executing both the series hybrid mode and the parallel hybrid mode. Further, since the first transmission system 1 is provided with the planetary gear type gearbox PG1, the rotation of the internal combustion engine EG can be accelerated and transmitted to the first rotor 10, so that the first rotor 10 can be rotated at a relatively high speed. Therefore, it is possible to efficiently perform power generation by the first rotating electric machine MG1. Further, since the second transmission system 2 is provided with the planetary gear type speed reducer PG2, the rotation of the first rotor 10 can be reduced and transmitted to the counter gear mechanism CG. Therefore, the driving force of the first rotary electric machine MG1 and, when the first engagement device CL1 is in the engaged state, the driving force of the internal combustion engine EG can be further amplified and transmitted to the pair of output members OUT. can. Since the planetary gear type speed reducer PG2 configured by the planetary gear mechanism is provided separately from the counter gear mechanism CG, the counter gear mechanism CG can reduce the speed reduction ratio compared to the case where the counter gear mechanism CG alone secures the reduction ratio. The need to increase the speed reduction ratio can be reduced, and the diameter of the gear of the counter gear mechanism CG can be easily kept small. Therefore, it becomes easy to keep the distance between the shafts of the counter gear mechanism CG and the adjacent shafts small, and it is possible to prevent the vehicle drive device 100 from increasing in size in the radial direction.

Next, a second embodiment will be described, but descriptions of items similar to those of the first embodiment will be omitted as appropriate. A first transmission system 1 drivingly connecting the input member IN and the first rotor 10 includes a planetary gear type speed increaser PG1 and a first engagement device CL1. Also, the first rotor shaft 11 can be included in the first transmission system 1 . The planetary gear type speed-up gear PG1 includes a first sun gear S1 ("S21" and the following when distinguishing between the two embodiments), a first carrier C1 (C21), a first ring gear R1 (R21), a first and a pinion gear supported by the carrier C1. The planetary gear type gearbox PG1 (second planetary gear type gearbox PG21) of the second embodiment is a single pinion type planetary gear mechanism, and the pinion gear meshes with the first sun gear S1 and the first ring gear R1. ing.

As in the first embodiment, the first sun gear S1 corresponds to the first rotating element E1, the first carrier C1 corresponds to the second rotating element E2, and the first ring gear R1 corresponds to the third rotating element E3. As shown in FIG. 3, the input member IN is drivingly connected to a first carrier C1 (second rotating element E2), and a first rotor shaft 11 that rotates integrally with the first rotor 10 is connected to a first sun gear S1 ( Drivingly connected to the first rotating element E1). The first ring gear R1 (third rotating element E3) is selectively coupled to the case CS, which is a non-rotating member, by the first engagement device CL1. When the first ring gear R1 is connected to the case CS by the first engagement device CL1, as shown in the velocity diagram of FIG. The speed is increased by the speed increaser PG1 and transmitted to the first rotating electric machine MG1.

Here, an embodiment in which the planetary gear type speed-up device PG1 is configured by a single pinion type planetary gear mechanism has been exemplified. A machine PG1 may be configured. Further, as in the first embodiment, if the rotation of the second rotating element E2 (input member IN) is accelerated and transmitted to the first rotating element E1 (first rotor 10), the first rotation The order of the rotational speeds of the element E1, the second rotating element E2, and the third rotating element E3 may be changed.

As in the first embodiment, when the first engagement device CL1 is in the released state and the first ring gear R1 is not connected to the case CS, the first carrier C1 idles and the input member IN and the first rotor 10 is cut off, and the power from the internal combustion engine EG is not transmitted to the first rotor 10.

In the first embodiment, the first engagement device CL1 is a mesh engagement device (dog clutch), but in the second embodiment, the first engagement device CL1 is a friction engagement device. The first engagement device CL1 includes a pair of friction members, and the state of engagement between the pair of friction members is controlled by, for example, hydraulic pressure or an electromagnetic actuator. Separating the pair of friction members results in a released state, and pressing the pair of friction engagement members together results in an engaged state.

In the second embodiment, the first rotary electric machine MG1, the second engagement device CL2, the second rotary electric machine MG2, the planetary gear reduction gear PG2, and the planetary gears are arranged from the first axial side L1 toward the second axial side L2. The gear type speed up gear PG1 and the first engagement device CL1 are arranged in the order described. The first rotary electric machine MG1, the planetary gear type speed-up gear PG1, and the first engagement device CL1 are arranged at both ends in the axial direction L of the first axis A1. The first rotor shaft 11 is connected to the first rotary electric machine MG1 on the first axial side L1 closest to the first axis A1, and is connected to the planetary gear type speed increaser PG1 and the first engagement member on the second axial side L2 closest to the first axis A1. It is drivingly connected to coupling device CL1.

In addition, the first rotor shaft 11 is selectively moved between the second rotor 20 and the planetary gear type by a second engaging device CL2 disposed between the first rotating electrical machine MG1 and the second rotating electrical machine MG2 in the axial direction L. It is connected with the second sun gear S2 of the reduction gear PG2.

The planetary gear type speed reducer PG2 includes a second sun gear S2 ("S22" is the same when distinguishing between the two embodiments), a second carrier C2 (C22), a second ring gear R2 (R22), a second carrier and a pinion gear supported by C2. In this example, the planetary gear type speed reducer PG2 is a single pinion type planetary gear mechanism, and the pinion gear meshes with the second sun gear S2 and the second ring gear R2. The second sun gear S2 corresponds to the seventh rotating element E7, the second carrier C2 corresponds to the eighth rotating element E8, and the second ring gear R2 corresponds to the ninth rotating element E9.

The second sun gear S2 (seventh rotating element E7) is selectively coupled to the first rotor 10 via a second engagement device CL2 and coupled to rotate integrally with the second rotor 20. The 8-rotating element E8 is connected to rotate integrally with the counter drive gear 51 (fourth gear G4) meshing with the first counter gear 61 (first gear G1), and the ninth rotating element E9 is non-rotating. It is connected to case CS which is a member. The counter drive gear 51 is a gear that meshes with the first counter gear 61 (first gear G1) of the counter gear mechanism CG. connected to rotate integrally with the

As described above, the second ring gear R2 is fixed to the case CS. A second sun gear S2 that rotates integrally with the second rotor 20 is selectively drivingly connected to the first rotor 10 by a second engaging device CL2. When the second sun gear S2 is drivingly connected to the first rotor 10, as shown in the velocity diagram of FIG. It is decelerated by the type speed reducer PG2, output from the second carrier C2, and transmitted to the counter gear mechanism CG via the counter drive gear 51.

In this embodiment, the order of the rotation speeds of the seventh rotating element E7, the eighth rotating element E8, and the ninth rotating element E9 is the order of description. A member on the side of the output member OUT is drivingly connected to the eighth rotating element E8, and a member on the side of the driving source (here, the first rotating electric machine MG1) is drivingly connected to one of the seventh rotating element E7 and the seventh rotating element E7. By fixing the other to the case CS, the rotation of the member on the drive source side is decelerated and transmitted to the member on the output member OUT side (here, the counter drive gear 51). In the present embodiment, the rotational speeds of the seventh rotational element E7, the eighth rotational element E8, and the ninth rotational element E9 are lowered in this order, and the rotation of the member on the drive source side connected to the seventh rotational element E7 is decelerated. and transmitted to a member on the output member OUT side connected to the eighth rotating element E8.

Although the planetary gear reducer PG2 is configured by a single pinion planetary gear mechanism, the planetary gear reducer PG2 may be configured by a double pinion planetary gear mechanism. Further, if the rotation of the seventh rotating element E7 (first rotor 10) is decelerated and transmitted to the ninth rotating element E9 (counter drive gear 51), the seventh rotating element E7 and the eighth rotating element E8 , the order of the rotational speeds of the ninth rotational element E9 may be changed.

By providing such a rotating element, it is possible to obtain the planetary gear type speed reducer PG2 capable of realizing an appropriate speed reduction ratio. In addition, since the second engagement device CL2 can cut off the power transmission path with the first rotor 10 that is drivingly connected to the input member IN, the output member OUT is transferred from the side of the input member IN and the first rotating electric machine MG1. Disconnection of power transmission to the side can also be appropriately controlled.

The second engagement device CL2 is a mesh engagement device (dog clutch) as in the first embodiment. Since the interlocking type engagement device is as described above, detailed description is omitted.

When the second engagement device CL2 is in the released state, power transmission between the first rotor shaft 11 and the first counter gear 61 (first gear G1) is cut off. As a result, power transmission between the input member IN and the first counter gear 61 is also cut off, and power from the internal combustion engine EG is not transmitted to the first counter gear 61 .

As described above, the second transmission system 2 is a transmission system that drives and connects the first rotor 10 and the first counter gear 61 (the first gear G1). The second transmission system 2 includes the planetary gear type speed reducer PG2, the second engagement device CL2, and the counter drive gear 51 (fourth gear G4) described above. The first rotor shaft 11 and the second rotor shaft 21 can also be included in the second transmission system 2 . In this embodiment, the first rotor shaft 11 can be redundantly included in both the first transmission system 1 and the second transmission system 2 .

As in the first embodiment, the counter gear mechanism CG includes a first counter gear 61 (first gear G1) and a second counter gear 62 (second gear G2) that rotates integrally with the first counter gear 61. configured as follows. In the second embodiment, the first counter gear 61 is arranged on the second side L2 in the axial direction with respect to the second counter gear 62 . The second counter gear 62 is a gear with a smaller diameter than the first counter gear 61 . Therefore, as described above, the counter gear mechanism CG functions as a reduction mechanism. Here, in order to increase the speed reduction ratio in the counter gear mechanism CG, the diameter of the first counter gear 61 is increased (the number of teeth is increased), and the diameter of the second counter gear 62 is decreased (the number of teeth is decreased). Therefore, the diameter of the first counter gear 61 tends to increase. When the diameter of the first counter gear 61 increases, the inter-axis distance between the second axis A2 on which the counter gear mechanism CG is arranged and the adjacent first axis A1 and third axis A3 tends to increase. However, in this embodiment, power is transmitted to the counter gear mechanism CG via the planetary gear type speed reducer PG2, so the need to increase the reduction ratio in the counter gear mechanism CG can be reduced. As a result, it is possible to suppress an increase in the diameter of the counter gear mechanism CG and an increase in the inter-axis distance between the shaft of the counter gear mechanism and the adjacent shaft, thereby suppressing an increase in the radial size of the vehicle drive device 100. can be suppressed.

The second counter gear 62 meshes with the differential input gear 71 of the output differential gear mechanism DF. Therefore, the counter gear mechanism CG is arranged in a power transmission path between the counter drive gear 51 (fourth gear G4) and the output differential gear mechanism DF, and transmits power between them. In this embodiment, the second rotor 20 of the second rotating electrical machine MG2 is coupled to rotate integrally with the second sun gear S2 of the planetary gear reducer PG2, and the second carrier C2 of the planetary gear reducer PG2 is drivingly connected to a first counter gear 61 (first gear G1) via a counter drive gear 51 (fourth gear G4). In other words, the power from the second rotating electric machine MG2 can be transmitted to the output differential gear mechanism DF via the first counter gear 61 . In this way, the counter gear mechanism CG combines the power from the internal combustion engine EG and the first rotating electrical machine MG1 and the power from the second rotating electrical machine MG2 and transmits it to the output differential gear mechanism DF. be able to.

As described above, the third transmission system 3 is a transmission system that drives and connects the second rotor 20 and the differential input gear 71 (the third gear G3). Accordingly, the third transmission system 3 includes the planetary gear type speed reducer PG2, the counter drive gear 51, and the counter gear mechanism CG. Further, like the first rotor shaft 11 , the second rotor shaft 21 can also be included in the third transmission system 3 .

The second vehicle drive system 100B also operates according to the operating states of the internal combustion engine EG, the first rotating electrical machine MG1, the second rotating electrical machine MG2, the first engagement device CL1, and the second engagement device CL2, as described above with reference to Table 1. It can be driven by multiple modes of operation such as:

1: first transmission system, 2: second transmission system, 3: third transmission system, 10: first rotor, 20: second rotor, 100: vehicle driving device, A1: first shaft, A2: second Axis, A3: Third Axis, CG: Counter Gear Mechanism, CL1: First Engaging Device, CL2: Second Engaging Device, DF: Output Differential Gear Mechanism, E1: First Rotation Element, E2: Second Rotation element, E3: 3rd rotation element, E4: 4th rotation element, E5: 5th rotation element, E6: 6th rotation element, E7: 7th rotation element, E8: 8th rotation element, E9: 9th rotation element Element EG: internal combustion engine G1: first gear G2: second gear G3: third gear G4: fourth gear IN: input member L: axial direction L1: axial direction first side L2 : axial direction second side, MG1: first rotating electric machine, MG2: second rotating electric machine, OUT: output member, PG1: planetary gear type speed increaser, PG2: planetary gear type speed reducer, W: wheel

Claims (5)

an input member drivingly connected to an internal combustion engine;
a pair of output members each drivingly connected to a wheel;
a first rotating electric machine having a first rotor;
a second rotating electric machine having a second rotor;
a counter gear mechanism comprising a first gear and a second gear that rotates integrally with the first gear;
an output differential gear mechanism comprising a third gear meshing with the second gear and distributing rotation of the third gear to the pair of output members;
a first transmission system drivingly connecting the input member and the first rotor;
a second transmission system drivingly connecting the first rotor and the first gear;
a third transmission system drivingly connecting the second rotor and the third gear;
a first engagement device for connecting and disconnecting power transmission in the first transmission system;
a second engagement device for connecting and disconnecting power transmission in the second transmission system;
A planetary gear type speed increaser, which is a planetary gear mechanism provided in the first transmission system, for increasing the speed of rotation of the input member and transmitting the rotation to the first rotor;
A vehicular drive device comprising: a planetary gear type speed reducer, which is a planetary gear mechanism provided in the second transmission system, for reducing rotation of the first rotor and transmitting the rotation to the first gear. The planetary gear type speed increaser includes a first rotating element, a second rotating element, and a third rotating element,
The first rotating element is drivingly connected to the first rotor, the second rotating element is drivingly connected to the input member, and the third rotating element is selectively connected to the non-rotating member by the first engagement device. 2. The vehicle drive system of claim 1, wherein: The input member, the first rotating electric machine, the planetary gear type speed increaser, the planetary gear type speed reducer, the first engagement device, and the second engagement device are connected to the first shaft. placed on the
The counter gear mechanism is arranged on a second axis that is a separate axis parallel to the first axis,
3. The vehicle drive device according to claim 1, wherein said output differential gear mechanism is arranged on a third shaft parallel to said first shaft and said second shaft. The planetary gear reducer includes a fourth rotating element, a fifth rotating element, and a sixth rotating element,
The fourth rotating element is coupled to rotate integrally with the first rotor, the fifth rotating element is selectively coupled to a non-rotating member via the second engagement device, and the sixth rotating element is 4. The vehicle drive system according to any one of claims 1 to 3, wherein the element is connected to rotate integrally with a fourth gear that meshes with the first gear. The planetary gear reducer includes a seventh rotating element, an eighth rotating element, and a ninth rotating element,
The seventh rotating element is selectively coupled to the first rotor via the second engagement device and coupled to rotate integrally with the second rotor, and the eighth rotating element is coupled to the first rotor. 4. A vehicle drive as claimed in any one of claims 1 to 3, wherein the ninth rotating element is connected to a non-rotating member connected to rotate integrally with a fourth gear meshing with one gear. Device.

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