• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    summary patent of invention: "drive device for hybrid vehicle". the present invention relates to a drive device for a hybrid vehicle including an energy transmission mechanism (10) that is connected to an engine (1) and transmits a rotation of the engine; a differential mechanism (20) that connects the energy transmission mechanism to the drive wheels (32); and a switching device (cl1, bk1) that changes the speed of the energy transmission mechanism, in which the differential mechanism includes a first rotating element (24) which is connected to an output element (13) of the power transmission, a second rotating element (21) which is connected to a first rotating electric machine (mg1) and a third rotating element (23) which is connected to the second rotating electric machine (mg2) and the driving wheels, and in that the rotation of the output element of the energy transmission mechanism is limited by the switching device.
    公开号:BR112014018596B1
    申请号:R112014018596
    申请日:2012-02-01
    公开日:2020-04-14
    发明作者:Tabata Atsushi；Komada Hideaki；Okuda Koichi；Funahashi Makoto；Imamura Tatsuya；Ono Tomohito；Matsubara Tooru；Iwase Yuji
    申请人:Toyota Motor Co Ltd；
    IPC主号:
    专利说明:

    TECHNICAL FIELD [001] The present invention relates to a drive device for a hybrid vehicle.
    BACKGROUND OF THE TECHNIQUE [002] Conventionally, a hybrid vehicle has been known that includes a gear transmission mechanism. For example, the patent document 1 described a technology about a drive device for a hybrid vehicle that includes a gear transmission mechanism configured to transmit a rotation from an internal combustion engine to a power separation mechanism by changing power. speed, a first drive shaft configured to transmit energy from the internal combustion engine to the gear drive mechanism and a second drive shaft configured to transmit energy produced from the gear drive mechanism to the drive mechanism separation of energy. The gear transmission mechanism mentioned in patent document 1 includes a differential mechanism, in which two planetary gear mechanisms are combined, a first brake capable of stopping the rotation of a gear of the R1 ring of the differential mechanism, a second brake capable of stop the rotation of a ring gear R2 and a clutch configured to interrupt the power transmission from the first transmission to ring gear R1.
    BACKGROUND DOCUMENT PATENT DOCUMENT [003] Patent Document 1: Japanese Patent Application No.
    2009-190,694 (JP 2009-190694 A)
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    SUMMARY OF THE INVENTION
    PROBLEM TO BE SOLVED BY THE INVENTION [004] In the hybrid vehicle including a mechanism capable of transmitting a rotation of an engine through a change of speed, preferably the drive device can be simplified. For example, it is preferable that the configuration of the drive device is simple and the trip with two rotating electrical machines used as energy sources can be achieved.
    [005] An objective of the present invention is to provide a drive device for the hybrid vehicle capable of changing the speed for the rotation of an engine and traveling with two electric rotating machines used as energy sources with a simple structure.
    MEANS TO SOLVE THE PROBLEM [006] A drive device for a hybrid vehicle of the present invention includes: an energy transmission mechanism that is connected to an engine and transmits a rotation of the engine; a differential mechanism that connects the energy transmission mechanism to the drive wheels; and a switching device that changes the speed of the energy transmission mechanism, in which the differential mechanism includes a first rotating element, which is connected to an output element of the energy transmission mechanism, a second rotating element, which it is connected to a first rotating electrical machine and a third rotating element, which is connected to a second electrical rotating machine and to the driving wheels, and in which the rotation of the output element of the power transmission mechanism is limited by the switching device .
    [007] In the aforementioned drive device for the hybrid vehicle, preferably the energy transmission mechanism can accelerate and produce a rotation of the engine.
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    3/38 [008] In the aforementioned drive device for the hybrid vehicle, the energy transmission mechanism can preferably decelerate and produce a rotation of the engine.
    [009] Preferably, the aforementioned drive device for the hybrid vehicle has a way of limiting the rotation of an output element of the energy transmission mechanism by means of the switching device and traveling with the first rotating electrical machine and the second rotating electric machine used as energy sources.
    [0010] In the aforementioned transmission device for the hybrid vehicle, preferably the energy transmission mechanism is a differential mechanism and the switching device performs the speed change of the energy transmission mechanism by switching between a state of limiting a differential movement of the energy transmission mechanism and a state of allowing a differential movement of the energy transmission mechanism.
    [0011] In the aforementioned drive device for the hybrid vehicle, the speed changes of the energy transmission mechanism and the differential mechanism are preferably carried out at the same time.
    [0012] In the aforementioned drive device for the hybrid vehicle, preferably when the speed changes in the energy transmission mechanism and in the differential mechanism are carried out at the same time, a transmission gear ratio of a transmission mechanism of energy and the differential mechanism is increased while the transmission gear ratio of the other is reduced.
    [0013] In the transmission device mentioned above for the hybrid vehicle, preferably the energy transmission mechanism is a differential mechanism and the switching device includes
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    4/38 a clutch capable of connecting the rotating elements of the energy transmission mechanism and a brake that limits the rotation of the rotating elements of the energy transmission mechanism.
    EFFECT OF THE INVENTION [0014] The drive device for the hybrid vehicle according to the present invention includes: an energy transmission mechanism that is connected to an engine and transmits a rotation of the engine; a differential mechanism that connects the energy transmission mechanism to the drive wheels; and a switching device that changes the speed of the energy transmission mechanism. The differential mechanism includes a first rotating element, which is connected to an output element of the energy transmission mechanism, a second rotating element, which is connected to a first rotating electrical machine and a third rotating element, which is connected to a second rotating electrical machine and drive wheels. The drive device for the hybrid vehicle limits the rotation of the output element of the energy transmission mechanism through the switching device. With a simple structure, the drive device for the hybrid vehicle according to the present invention has an effect that the change of speed can be carried out while driving the engine and that the vehicle can travel with two rotating electrical devices used as sources of energy.
    BRIEF DESCRIPTION OF THE DRAWINGS [0015] [Figure 1] Figure 1 is a skeleton diagram of a vehicle according to one modality.
    [0016] [Figure 2] Figure 2 is a diagram of the vehicle's input / output ratio according to the modality.
    [0017] [Figure 3] Figure 3 is a diagram, showing an operating coupling table of the drive device for a
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    5/38 hybrid vehicle according to the modality.
    [0018] [Figure 4] Figure 4 is a monographic graph about single engine EV mode.
    [0019] [Figure 5] Figure 5 is a monographic graph on the EV mode of both engines.
    [0020] [Figure 6] Figure 6 is a monographic graph on the HV travel mode in low condition [0021] [Figure 7] Figure 7 is a monographic graph on the HV travel mode in high condition.
    [0022] [Figure 8] Figure 8 is a diagram, showing the theoretical transmission efficiency line according to the modality.
    [0023] [Figure 9] Figure 9 is a flowchart related to the engine's start control of the mode.
    [0024] [Figure 10] Figure 10 is a time graph relating to the start control of the mode motor.
    [0025] [Figure 11] Figure 11 is a skeleton diagram of a vehicle according to a first modification of the modality.
    [0026] [Figure 12] Figure 12 is a skeleton diagram of a vehicle according to a second modification of the modality.
    [0027] [Figure 13] Figure 13 is a skeleton diagram of a vehicle according to a third modification of the modality. MODES FOR CARRYING OUT THE INVENTION [0028] In the following, a drive device for a hybrid vehicle according to a modality of the present invention will be described with reference to the drawings. However, the present invention is not limited by the modality. In addition, the components of the embodiment described below include the components that those skilled in the art can easily imagine or those substantially equivalent to them.
    [MODALITY]
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    6/38 [0029] The mode will be described with reference to figure 1 to figure 10. The present mode refers to a drive device for a hybrid vehicle. Figure 1 is a skeleton diagram of a vehicle in accordance with the embodiment of the present invention and Figure 2 is a diagram of the vehicle's input / output ratio according to the embodiment.
    [0030] A vehicle 100 of the present modality is a hybrid vehicle that includes an engine 1, a first rotary electric machine MG1 and a second rotary electric machine MG2 as energy sources. Vehicle 100 may be a plug-in hybrid vehicle capable of being rechargeable from an external electrical source. As shown in figures 1 and 2, vehicle 100 includes engine 1, a first planetary gear mechanism 10, a second planetary gear mechanism 20, the first rotary electric machine MG1, the second rotary electric machine MG2, a clutch CL1, a BK1 brake, a HV 50 ECU, a 60 ECU MG and a 70 engine ECU.
    [0031] Furthermore, the drive device for the hybrid vehicle 1 - 1 according to the present embodiment includes the first planetary gear mechanism 10, the second planetary gear mechanism 20, the clutch CL1, and the brake BK1. The drive device for the hybrid vehicle 1 - 1 can also include the corresponding control devices, such as ECU 50, 60, 70. The drive device for the hybrid vehicle 1 - 1 can be applied to a vehicle FF (front engine , front wheel drive) or RR vehicle (rear engine, rear wheel drive) or similar. The drive device for the hybrid vehicle 1 - 1 is mounted on the vehicle 100 with an axial direction thereof aligned with the direction of the vehicle width, for example.
    In the drive device for the hybrid vehicle 1 - 1 of the present modality, a transmission gear unit is constituted
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    7/38 by the first planetary gear mechanism 10, the CL1 clutch and the BK1 brake. In addition, the differential unit consists of the second planetary gear mechanism 20. Furthermore, a switching device which changes the speed of the first planetary gear mechanism 10, consists of clutch CL1 and brake BK1.
    [0021] Engine 1, which is a combustion engine, converts the combustion energy of the fuel in rotary motion from an output shaft to the output. The output shaft of the motor 1 is connected to an input shaft 2. The input shaft 2 is an input shaft of a power transmission device. The power transmission device includes the first rotary electric machine MG1, the second rotary electric machine MG2, the clutch CL1, the brake BK1 and a differential device 30. The input shaft 2 is arranged coaxially with the output shaft of the motor, on an output shaft extension line. The input shaft 2 is connected to a first conveyor 14 of the first planetary gear mechanism 10.
    [0022] The first planetary gear mechanism 10 of the present modality is connected to motor 1 and corresponds to the energy transmission mechanism, which transmits a motor rotation
    1. As an example of the energy transmission mechanism, the first planetary gear mechanism 10 that serves as a differential mechanism is shown here. The first planetary gear mechanism 10 is mounted on the vehicle 100, as a first differential mechanism. The first planetary gear mechanism 10, is a differential mechanism on the input side, which is arranged on the motor side 1 in relation to the second planetary gear mechanism 20. The first planetary gear mechanism 10 can produce a rotation of the motor through of a change in speed. The first planetary gear mechanism 10
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    8/38 is of the single pinion type, including a first solar gear 11, a first pinion 12, a first ring gear 13 and a first conveyor 14.
    [0023] The first gear of ring 13 is coaxial with the first sun gear 11 and arranged on the outside, in the radial direction of the first sun gear 11. The first gear of pinion 12 is arranged between the first sun gear 11 and the first ring gear 13 and meshes with the first sun gear 11 and the first ring gear 13. The first pinion gear 12 is rotatably supported by the first conveyor 14. The first conveyor 14 is connected to the input shaft 2 and rotates integrally with the drive shaft 2. The first pinion gear 12 can rotate about the central axis of the input shaft 2, together with the input shaft 2 (rotates about an axis other than its own) and can rotate around the central axis of the first pinion gear 12 supported by the first conveyor 14 (rotate about its own axis).
    [0024] The CL1 clutch is a clutch device that can connect to the first solar gear 11 with the first conveyor 14. Although the CL1 clutch can be, for example, friction engagement type clutch, it is not limited to this type, but a known clutch device, such as a claw type clutch can be used as the CL1 clutch. The CL1 clutch is controlled by hydraulic pressure, for example, so that it is engaged or released. The CL1 clutch in the fully engaged condition can connect the first solar gear 11 with the first conveyor 14 and rotate the first solar gear 11 and the first conveyor 14 integrally. The CL1 clutch in conditions of full engagement limits the differential movement of the first planetary gear mechanism
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    10. On the other hand, the CL1 clutch in a release condition separates the first solar gear 11 from the first conveyor 14 to allow the first solar gear 11 and the first conveyor 14 to rotate with respect to each other. That is, the CL1 clutch in the release condition allows differential movement between the first planetary gear mechanism 10. However, the CL1 clutch can be controlled in a semi-coupled state. [0025] The BK1 brake is a braking device capable of limiting the rotation of the first solar gear 11. The BK1 brake includes a coupling element, which is connected to the first solar gear 11 and a coupling element, which is connected to a side of the vehicle body, for example, a housing for the power transmission device. Although the BK1 brake can be a friction engagement type clutch device similar to the CL1 clutch, it is not limited to this type, but any known clutch device, such as the clutch clutch, can be used as the BK1 brake. The BK1 brake is controlled by hydraulic pressure, for example, so that it is engaged or released. The BK1 brake in a fully engaged condition can connect the first solar gear 11 to the side of the vehicle to limit the rotation of the first solar gear 11. On the other hand, the BK1 brake in a release condition separates the first solar gear 11 , on the side of the vehicle body to allow rotation of the first solar gear 11. However, the BK1 brake can be controlled in a semi-coupled condition.
    [0026] The second planetary gear mechanism 20 of the present embodiment corresponds to a differential mechanism configured to connect the first planetary gear mechanism 10 to the drive wheels 32. The second planetary gear mechanism 20 is mounted on the vehicle 100, as a second
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    10/38 differential mechanism. The second planetary gear mechanism 20 is a differential mechanism on the output side, which is arranged on the side of the drive wheel 32 in relation to the first planetary gear mechanism 10. The second planetary gear mechanism 20 is of the single pinion type , including a second solar gear 21, a second pinion 22, a second gear of the ring 23, and a second conveyor 24. The second planetary gear mechanism 20 is coaxially arranged with the first planetary gear mechanism 10 and opposite the motor 1 through the first planetary gear mechanism 10.
    [0027] The second gear of ring 23 is coaxial with the second sun gear 21 and arranged on the outside, in the radial direction of the second sun gear 21. The second pinion gear 22 is arranged between the second sun gear 21 and the second gear of ring 23 and meshes with second gear 21 and second gear of ring 23. The second pinion gear 22 is rotatably supported by the second conveyor 24. The second conveyor 24 is connected to the first gear of the ring 13 and rotates integrally with the first ring gear 13. The second pinion gear 22 can rotate about the central axis of the input shaft 2, together with the second conveyor 24 (rotates about an axis other than its own) and can rotate around the central axis of the second pinion gear 22 supported by the second conveyor 24 (rotates about its own axis). The first gear of the ring 13 is an output element of the first planetary gear mechanism 10 and can produce a rotation input for the first planetary gear mechanism 10 of the engine 1 for the second conveyor 24. The second conveyor 24 corresponds to a first rotating element, which is connected to the
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    11/38 output element of the first planetary gear mechanism 10.
    [0028] A rotary axis 33 of the first rotating electric machine
    MG1 is connected to the second solar gear 21. The rotary axis 33 of the first rotating electric machine MG1 is arranged coaxially with the input shaft 2 and rotates jointly with the second solar gear 21. The second solar gear 21 corresponds to a second element rotary connected to the first rotary electric machine MG1. A driven counter gear 25 is connected to the second gear of ring 23. The driven gear is an output gear that rotates jointly with the second gear of ring 23. The second gear of ring 23 corresponds to a third rotating element, which is connected to the second rotary electric machine MG2 and to the drive wheels 32. The second gear of the ring 23 is an output element capable of producing a rotation input of the first rotary electric machine MG1 or the first planetary gear mechanism 10 for the drive wheels 32.
    [0029] The counter driven gear 25 meshes with a driven counter gear 26. The driven counter gear 26 is connected to a pinion gear 28 via a counter shaft 27. The driven counter gear 26 rotates integrally with the pinion gear 28. The reduction gear 35 meshes with the counter driven gear 26. The reduction gear 35 is connected to a rotary axis 34 of the second rotary electric machine MG2. That is, a rotation of the second rotating electric machine MG2 is transmitted to the counter driven gear through the reduction gear 35. The reduction gear 35 has a smaller diameter than the counter driven gear 26 and reduces the rotation speed of the second machine electrical
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    12/38 rotary MG2 and transmits to counter driven gear 26. [0030] Pinion gear 28 engages with a differential ring gear 29 of differential device 30. Differential device 30 is connected to drive wheels 32 via axles of right / left drive 31. The second gear of the ring 23 is connected to the drive wheels 32 through the driven drive gear 25, the driven drive gear 26, the pinion gear 28, the differential device 30 and the drive shaft 31. A second rotary electrical machine MG2 is connected to an energy transmission path between the second gear of the ring 23 and the driving wheels 32, and capable of transmitting energy from each of the second gear of the ring 23, and the driving wheels 32.
    [0031] The first rotary electric machine MG1 and the second rotary electric machine MG2 have a function as the engine (motor) and a function as a generator. The first MG1 rotary electric machine and the second MG2 rotary electric machine are connected to a battery via a converter. The first MG1 rotary electrical machine and the second MG2 rotary electrical machine can convert the electrical energy supplied by the battery to mechanical energy and produce, and can be driven by an input energy to convert mechanical energy to electrical energy. The electrical energy generated by the rotating electrical machines MG1, MG2 can be stored in the battery. Like the first MG1 rotary electric machine and the second MG2 rotary electric machine, for example, the AC synchronous motor generator can be used.
    [0032] In the vehicle 100 of the present modality, coaxially with the engine 1, the brake BK1, the clutch CL1, the first planetary gear mechanism 10, the driven counter gear 25, the second planetary gear mechanism 20 and the first bad
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    13/38 MG1 rotating electrical machine are arranged in order of the motor side 1. The drive device for the hybrid vehicle 1 - 1 of the present modality is built in the plural axis type, in which the input axis 2 and the transmission axis rotation 34 of the second rotary electric machine MG2 are arranged on different axes.
    [0033] As shown in figure 2, vehicle 100 includes an ECU
    HV 50, an MG 60 ECU and an engine ECU 70. The respective ECUs 50, 60, 70 are electronic control units containing a computer. The ECU HV 50 has the function of performing integrated control in the entire vehicle 100. The ECU MG A 60 and the engine ECU 70 are electrically connected to the ECU HV 50.
    [0034] The ECU MG 60 can control the first rotary electric machine MG1 and the second rotary electric machine MG2. The ECU MG 60 can adjust a current value supplied to the first MG1 rotary electrical machine to control an output torque of the first MG1 electrical machine, and then it is possible to adjust the current value supplied to the second MG2 rotary electrical machine to control an output torque of the second rotating electric machine MG2, for example.
    [0035] Engine ECU 70 can control engine 1. Engine ECU 70 can, for example, control the opening of an electronic throttle valve on engine 1, perform engine ignition control by emitting an ignition signal and perform fuel injection control for 1 engine and the like. The engine ECU 70 can control the output torque of engine 1 by the electronic throttle valve opening control, injection control, ignition control and the like.
    [0036] A vehicle speed sensor, an accelerator operation value sensor, an MG1 speed sensor, an MG2 speed sensor, an output shaft speed sensor, a sensor
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    14/38 battery sorts and the like, are connected to the UCE HV 50. Through these sensors, the ECU HV 50 can obtain the vehicle speed, amount of accelerator operation, rotation speed of the first rotating electric machine MG1, the speed of rotation of the second rotating electric machine MG2, the rotation speed of the output shaft of the power transmission device, the condition of the SOC battery and the like.
    [0037] Based on the information obtained, the ECU HV 50 can calculate a required driving power, a requested power, a requested torque and the like for vehicle 100. Based on the calculated request values, the ECU HV 50 determines a torque the output of the first rotating electric machine MG1 (hereinafter also referred to as torque MG1), an output torque of the second rotating electric machine MG2 (hereinafter also referred to as torque MG2) and the output torque of motor 1 (hereinafter onwards also referred to as motor torque). The ECU HV 50 generates an instruction value on the MG1 torque and an instruction value on the MG2 torque on the ECU MG 60. In addition, the ECU HV 50 generates an instruction value on the motor torque for the engine ECU 70 .
    [0038] The ECU HV 50 controls the CL1 clutch and the BK1 brake based on a travel mode described below or similar. The ECU HV 50 generates an instruction value (PbCL1) on the hydraulic pressure supplied to the CL1 clutch and an instruction value (PbBK1) on the hydraulic pressure supplied to the BK1 brake. A hydraulic pressure control device (not shown) controls the hydraulic pressure supplied to the CL1 clutch and the BK1 brake corresponding to the respective instruction values PbCL1, PbBK1.
    [0039] Figure 3 is a diagram showing an operating coupling table for the drive device for the hybrid vehicle 1 - 1 according to the present modality. The 100 vehicle
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    15/38 can selectively perform hybrid travel (HV) or EV travel. The HV trip refers to a travel mode for driving vehicle 100, with engine 1 used as an energy source. On HV trips, the second rotating electric machine MG2 can also be used as a power source, as well as motor 1.
    [0040] EV travel refers to a way of traveling to travel with at least any of the first MG1 rotary electric machine and the second MG2 rotary electric machine used as a power source. On the EV trip, the vehicle can travel with engine 1 stopped. As for the EV travel mode, the drive device for the hybrid vehicle 1 - 1 according to the present modality has the EV mode of single engine for driving the vehicle 100, with the second rotating electric machine MG2 as a power source and the EV mode of both engines for driving vehicle 100 with both the first MG1 rotary electric machine and the second MG2 rotary electric machine as power sources.
    [0041] On the engagement table in figure 3, a circle on the CL1 clutch columns and on the BK1 brake indicates engagement, while an empty one indicates launch. In addition, a triangle indicates that any of the engagement and release is possible. The single engine EV mode is executed, for example, with both the CL1 clutch and the BK1 brake released. Figure 4 is a monographic graph on the single engine EV mode. In the monographic graph, the symbols S1, C1, R1 denote the first solar gear 11, the first conveyor 14 and the first ring gear, respectively. Symbols S2, C2, R2 denote the second solar gear 21, the second conveyor 24, and the second ring gear 23, respectively.
    [0042] When single engine EV mode is selected, the CL1 clutch and BK1 brake are released. When the BK1 brake is released
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    16/38 the solar gear 11 is allowed to rotate and when the CL1 clutch is released, the first planetary gear mechanism 10 can perform the differential movement. The ECU HV 50 makes the second rotary electric machine MG2 produce positive torque through the ECU MG 60 to make the vehicle 100 generate driving energy in the forward direction. The second ring gear 23 rotates the positive direction interconnected with a rotation of the driving wheels 32. The rotation in the positive direction mentioned here is assumed to be a direction of rotation of the second ring crown 23, when the vehicle 100 moves towards the front. The ECU HV 50 makes the first MG1 rotary electrical machine operate as a generator to reduce the loss of drag resistance. More specifically, the ECU HV 50 causes the first MG1 rotary electric machine to generate electricity, with a slight torque applied and transforms the rotation speed of the first MG1 rotary electric machine to zero rotation. As a result, the loss of drag resistance of the first MG1 rotary electric machine can be reduced.
    [0043] The first ring gear 13 rotates in the normal direction in company with the second conveyor 24. Because in the first planetary gear mechanism 10, the CL1 clutch and the BK1 brake are released so that they are in a neutral condition, the engine it is not dragged, so that the first conveyor 14 stops its rotation. Thus, a large amount of regeneration can be achieved. Solar gear 11 rests and then rotates in the reverse direction. Meanwhile, the neutral (neutral) condition of the first planetary gear mechanism 10 refers to a condition in which there is no energy transmission between the first ring gear 13 and the first conveyor 14, that is, a condition in which the motor 1 is separated from the second planetary gear mechanism 20, so that the energy transmission is interrupted. If,
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    17/38 at least, either of the clutch of the transmission gear unit CL1 and the brake of the transmission gear unit BK1 is applied, the first planetary gear mechanism 10 becomes a connection condition that connects motor 1 to second planetary gear mechanism 20.
    [0044] After traveling in single engine EV mode, there may be a case where the battery charge condition becomes full so that no regenerative energy can be obtained. In this case, the use of engine braking can be considered at the same time. When engaging the CL1 clutch or the BK1 brake to connect the engine 1 to the drive wheels 32, the engine braking can be applied to the drive wheels 32. If, as indicated by a triangle symbol in figure 3, the CL1 or the BK1 brake is involved in single engine EV mode, engine 1 is dragged in company and by increasing the engine speed, by the first MG1 rotary electric machine, the engine's braking condition can be achieved.
    [0045] When the EV mode of both engines is selected, the ECU HV 50 engages the CL1 clutch and the BK1 brake. Figure 5 is a monographic graph on the EV mode of both engines. When the CL1 clutch is engaged, the differential movement of the first planetary gear mechanism 10 is limited and when the BK1 brake is applied, the rotation of the first solar gear 11 is limited. Thus, the speed of all rotation elements of the first planetary gear braking mechanism 10 stops. When the rotation of the first ring gear 13, which is an output element, is limited, the second conveyor 24 connected to it is locked to zero rotation.
    [0046] The ECU HV 50 causes the first rotating electric machine MG1 and the second rotating electric machine MG2 to produce a driving torque to travel. Due to the rotation of the second
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    18/38 conveyor 24 is limited, it is possible to obtain a reaction force against the torque of the first rotating electric machine MG1 and to produce the torque of the first rotating electric machine MG1 from the second ring gear 23. By producing a negative torque in the moment of forward travel to reach negative rotation, the first rotary electric machine MG1 can produce positive torque from second ring gear 23. On the other hand, by producing positive torque when traveling backwards to reach positive rotation, the first rotary electric machine MG1 can produce a negative torque from the second ring gear 23.
    [0047] After the HV trip, the second planetary gear mechanism 20, which serves as a differential unit, is basically put into operation, and the first planetary gear mechanism 10, which serves as a transmission gear unit , is changed to low / high. Figure 6 is a monographic graph on how to travel HV (hereinafter also described as low HV mode) in low condition, and Figure 7 is a monographic graph on how to travel HV (hereinafter also described as high HV mode) ) in high condition.
    [0048] When the low HV mode is selected, the ECU HV 50 engages the CL1 clutch and releases the BK1 brake. If the CL1 clutch is engaged, the differential movement of the first planetary gear mechanism 10 is limited, so that the rotating elements 11, 13, 14 rotate fully. Thus, the rotation of the motor is transmitted from a first ring gear 13 to the second conveyor 24, at an equivalent speed, without being accelerated or decelerated.
    [0049] On the other hand, when the high HV mode is selected, the ECU HV 50 releases the CL1 clutch and engages the BK1 brake. If the BK1 brake is applied, the rotation of the first solar gear 11 is limited
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    19/38 da. Thus, in the first planetary gear mechanism 10, the rotation of the motor from an input to the first conveyor 14 is accelerated, thus causing overdrive (OD) on the condition that it is emitted through the first ring gear 13. In this way, the first planetary gear mechanism 10, can accelerate and produce the rotation of motor 1. The transmission gear ratio of the first planetary gear mechanism 10 at the moment of overdrive can be defined as, for example, 0.7.
    [0050] In this way, the switching device, which consists of the CL1 clutch and the BK1 brake, changes the speed of the first planetary gear mechanism 10, alternating between a state of limitation of the differential movement of the first gear mechanism planetary 10 and a state of allowing differential movement of the first planetary gear mechanism 10.
    [0051] The ECU HV 50 selects the high HV mode in a high vehicle speed, for example, and in a medium / low vehicle speed, selects the low HV mode. According to the present modality, the rotation of motor 1 is produced by a change in speed, which is carried out by switching between the high HV mode and the low HV mode, and, consequently, two mechanical points described below can be produced, thus improving fuel efficiency. Figure 8 is a diagram, showing the theoretical transmission efficiency line according to the present modality.
    [0052] In figure 8, the abscissa axis indicates the transmission gear ratio and the ordinate axis indicates the theoretical transmission efficiency. Here, the transmission gear ratio means a ratio (reduction gear ratio) of the input side rotation speed to the rotation speed
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    20/38 on the output side of the planetary gear mechanisms 10, 20, and, for example, indicates a relationship between the rotation speed of the first conveyor 14 to the rotation speed of the second ring gear 23. On the abscissa axis, its left side indicates the high gear side with a low gear ratio and the right side indicates the low gear side having a high gear ratio. When all of the energy input to the planetary gear mechanisms 10, 20 is transmitted to the counter unit gear 25 through mechanical transmission not through an electrical path, the theoretical transmission efficiency turns to the maximum efficiency of 1.0.
    [0053] The curved line shown in figure 8 is a theoretical transmission efficiency line under the HV travel mode when the high HV mode and the low HV mode are switched appropriately. For example, a higher efficiency mode of high HV mode and low HV mode is selected in an equivalent gear ratio. Relatively speaking, the right side indicates the theoretical transmission efficiency line under the low HV mode and the left side indicates the theoretical transmission efficiency line under the high HV mode. The transmission efficiency under the low HV mode becomes the maximum efficiency in a gear ratio of / 1. In the transmission ratio of the / 1 transmission, the rotation speed of the first rotating electric machine MG1 (second solar gear 21) changes to zero. Thus, in the gear / gear ratio 1, the original electrical path upon receipt of the first rotating electric machine MG1 of a reaction force is zero and energy can be transmitted from motor 1 to the gear of the counter unit 25 only by mechanical transmission of energy. This gear ratio of
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    21/38 transmission / 1 is a transmission gear ratio on the override side, that is, a transmission gear ratio less than 1. In this specification, this transmission gear ratio / 1 is also described as the first gear ratio mechanical transmission / 1.
    [0054] The theoretical transmission efficiency in high HV mode reaches maximum efficiency in the gear / gear ratio 2. In high HV mode, the rotation speed of the first rotating electric machine MG1 (second solar gear 21) becomes zero in the gear ratio of / 2, so that energy can be transmitted from motor 1 to gear of the counter unit 25 by mechanical energy transmission only. This gear / gear ratio 2 is a gear ratio on the high gear side to the first mechanical gear ratio / 1. In the present specification, this / 2 transmission gear ratio is also described as the second / 2 mechanical transmission gear ratio.
    [0055] The theoretical transmission efficiency of the HV travel mode decreases as the transmission gear ratio changes to values on the low gear side in relation to the first mechanical transmission gear ratio / 1. In addition, the theoretical transmission efficiency of the HV travel mode decreases as the transmission gear ratio changes to values on the high gear side in relation to the second mechanical transmission gear ratio / 2. The theoretical transmission efficiency of the HV travel mode is curved to the side of least efficiency in a range of transmission gear ratio between the first mechanical transmission gear ratio / 1 and the second mechanical transmission gear ratio / 2.
    [0056] As described above, the drive device for the
    Petition 870190108788, of 10/25/2019, p. 26/50
    22/38 hybrid vehicle 1 - 1 according to the present modality has two mechanical points on the high gear side in relation to the transmission gear ratio 1. By arrangement of the transmission gear unit, including the first planetary gear mechanism 10, the CL1 clutch and BK1 brake, the drive device for the hybrid vehicle 1 - 1 can generate a second mechanical point (second mechanical transmission gear ratio / 2) on the high gear side in relation to the mechanical point (first mechanical transmission gear ratio / 1) from a case where the motor 1 is directly connected to the second conveyor 24. Thus, the transmission efficiency when the high gear is activated can be improved. That is, a hybrid system capable of improving fuel efficiency by improving transmission efficiency at the time of high speed travel can be achieved.
    [0057] When the ECU HV 50 switches between high HV mode and low HV mode, it performs cooperative speed change control to effect speed change on the first planetary gear mechanism 10 and the second gear mechanism planetary 20 at the same time. In cooperative gear shift control, the ECU HV 50 increases the transmission gear ratio of a first planetary gear mechanism 10 and a second planetary gear mechanism 20, while decreasing the transmission gear ratio of the other. [0058] When the ECU HV 50 switches from high HV mode to low HV mode, it changes the transmission ratio of the second planetary gear mechanism 20 to the high gear side synchronously with the switching mode. As a result, a discontinuous change in the gear ratio of motor 1 to drive wheels 32
    Petition 870190108788, of 10/25/2019, p. 27/50
    23/38 vehicle 100 can be suppressed or reduced, thereby reducing the degree of change in the gear ratio of the gear. Because the change in the gear ratio of motor 1 to the drive wheels 32 is suppressed, the engine speed adjustment value accompanied by the gear change may be reduced or the need for engine speed adjustment can be eliminated. For example, to allow the transmission ratio of the transmission of the entire vehicle 100 to shift continuously to the underside, the ECU HV 50 performs the speed change of the first planetary gear mechanism 10 and the second planetary gear mechanism 20, in cooperation with each other.
    [0059] On the other hand, when the ECU HV 50 switches from
    Low HV to high HV mode, it changes the gear ratio of the second planetary gear mechanism 20 to the low gear side synchronously with the switching mode. As a result, a discontinuous change in the gear ratio of the entire vehicle 100 can be suppressed or reduced, thereby reducing the degree of change in the gear ratio. For example, to allow the transmission gear ratio of the entire vehicle 100 to continuously shift to the high side, the ECU HV 50 performs the speed change of the first planetary gear mechanism 10 and the second planetary gear mechanism 20 by cooperation with others.
    [0060] Adjustment of the transmission gear ratio of the second planetary gear mechanism 20 is carried out by controlling the rotation speed of the first rotating electric machine MG1, for example. The ECV HV 50 controls the first rotating electric machine MG1 to change the gear ratio of trans
    Petition 870190108788, of 10/25/2019, p. 28/50
    24/38 mission between the input shaft 2 and the gear of the counting unit 25 continuously, for example. As a result, the set of planetary gear mechanisms 10, 20, the first MG1 rotary electric machine, the CL1 clutch and the BK1 brake, that is, the transport device, including the differential unit and the transmission gear unit, operates as a continuous electrical transmission.
    (ENGINE START CONTROL) [0061] Next, the engine start control of the drive device for the hybrid vehicle 1 - 1 according to the present mode will be described. When the ECU HV 50 is changed, for example, from VE travel mode to HV travel mode, engine 1, which has been stopped, is started. The HV 50 ECU starts engine 1, for example, by rotating engine 1 through the first rotating electric machine MG1. The engine start control will be described with reference to figure 9. Figure 9 is a flow chart relating to the engine start control according to the present modality and figure 10 is a time graph, on the engine start control. according to the present modality. In figure 10, (a) indicates the rotation speed of the motor (b) indicates the torque of MG1, (c) indicates the rotation speed of the first rotating electric machine MG1, (d) indicates the torque of MG2, (e) indicates the rotation speed of the second rotating electric machine MG2, (f) indicates the hydraulic pressure of the CL1 clutch, (g) indicates the hydraulic pressure of the BL1 brake, and (h) indicates the SOC load condition. A flow control shown in figure 9 is performed during the EV travel mode, for example.
    [0062] In step S10, if the SOC load condition is below a threshold Sf is determined by the ECU HV 50. This threshold of Sf is used to determine whether the battery needs to be charged by starting engine 1, for example. If as a result of determining step S10,
    Petition 870190108788, of 10/25/2019, p. 29/50
    25/38 it ends that the SOC load condition is lower than the threshold of Sf (yes in step S10), processing continues to step S20 and otherwise (N in step S10), processing continues to step S90 . In figure 10, the SOC load condition becomes less than the limit of Sf at time t1 and the affirmative determination is made in step S10.
    [0063] In step S20, if the single engine EV mode for the second rotary electric machine MG2 is selected, it is determined by the ECU HV 50. If a unit of energy required for vehicle 100 is less than a predetermined value P1, the single-engine EV mode on the second rotating electric machine MG2 is selected. On the other hand, if the required energy is equal to or greater than the default value 1, the EV mode of both engines is selected. If as a result of the determination in step S20, it is determined that the vehicle 100 travels in EV mode of single engine (yes in step S20), the processing proceeds to step S30 and otherwise (N in step S20), the processing proceeds to step S60.
    [0064] In step S30, switching the engagement of the CL1 clutch is carried out by the ECU HV 50. The single engine EV mode includes a case where the CL1 clutch and the BK1 brake are both launched, a case in which the CL1 is engaged while the BK1 brake is released and a case where the CL1 clutch is released while the BK1 brake is applied. The ECU HV 50 switches to a condition in which the CL1 clutch is engaged while the BK1 brake is released. If step S30 is performed, processing proceeds to step S40.
    [0065] In step S40, the ECU HV 50 performs the engine start control, controlling the rotation speed of the first rotating electric machine MG1. When the CL1 clutch is engaged, engine 1 is connected to the first MG1 rotary electrical machine, the second
    Petition 870190108788, of 10/25/2019, p. 30/50
    26/38 MG2 rotary electrical machine and drive wheels 32, motor 1 is dragged with it in company. The ECU HV 50 adjusts the rotation speed of the second conveyor 24, until it reaches zero in the rotation speed control of the first rotating electric machine MG1, for example, in order to engage the clutch of the transmission gear unit CL1. After the CL1 transmission gear unit clutch is engaged, the ECU HV 50 increases the speed of the engine by controlling the speed of rotation of the first rotating electric machine MG1. When the engine speed increases to a predetermined speed, the ECU HV 50 supplies fuel to engine 1 and starts engine 1 by ignition control. After step S40 is executed, processing proceeds to step S50.
    [0066] However, when the CL1 clutch is engaged, the ECU
    HV 50 can increase the hydraulic pressure supplied to the CL1 clutch gradually with the second conveyor 24 rotating and engaging the CL1 clutch without any problems. After the CL1 clutch is fully engaged or at the same time the clutch torque capacity of the CL1 clutch is increased, the ECU HV 50 increases the engine speed by controlling the speed of the first rotating electric machine MG1.
    [0067] In step S50, the reaction torque control of the second rotary electric machine MG2 is carried out by UCE HV 50. When the motor rotation speed is increased by control of the rotation speed of the first rotary electric machine MG1, the torque Start reaction reaction is applied to second ring gear 23 due to the torque of MG1. This start-up reaction torque is a torque in the negative direction and reduces the energy travel of the vehicle 100. The ECU HV 50 increases the torque of the second rotating electric machine MG2 in the positive direction to block an energy leak.
    Petition 870190108788, of 10/25/2019, p. 31/50
    27/38 operation, due to the starting reaction torque. That is, the reaction torque control is adapted to cause the second rotating electric machine MG2 to produce a canceling torque to cancel the starting reaction torque. As a result, the reduction in drive capacity due to fluctuation in torque at the time of starting the engine is suppressed. When step S50 is performed, the current flow of control ends.
    [0068] In step S60, switching to release the BK1 brake is carried out by the ECU HV 50. In EV mode of both engines, each of the CL1 clutch and the BK1 brake is involved. The ECU HV 50 switches to a condition in which the BK1 brake is released while the CL1 clutch is engaged. Referring to figure 10, the release of the brake BK1 starts at moment t2. After step S60 is performed, processing proceeds to step S70.
    [0069] In step S70, the ECU HV 50 performs the engine start control by controlling the rotation speed of the first rotating electric machine MG1. While the BK1 brake is released, the ECU HV 50 changes the torque of MG1 from a torque of up to negative, then to zero. When the release of the BK1 brake is completed at time t3, the ECU HV 50 changes the torque of MG1 with a positive torque and causes the first rotating electric machine MG1 to rotate to change to a rotation in the normal direction. With an increase in the rotation speed of the first rotary electric machine MG1, the rotation speed of the motor increases. At this time, the torque of MG1 can be a constant value or it can change according to the rotation speed of the first rotary electric machine MG1. When the engine speed reaches a predetermined speed at time t4, the ECU HV 50 supplies fuel to engine 1 to ignite the engine. After the self-sustaining operation of engine 1 is started, the torque of MG1 is switched to
    Petition 870190108788, of 10/25/2019, p. 32/50
    28/38 a negative torque, so that the first rotating electrical machine MG1 receives a reaction torque from motor 1. After step S70 is performed, processing proceeds to step S80.
    [0070] In step S80, the reaction torque control of the second rotating electric machine MG2 is performed by UCE HV 50. The reaction torque control of step S80 can be the same as the reaction torque control of step S50. In figure 10, the torque of MG2 is increased by controlling the reaction torque at time t3. At time 4 when the ignition for engine 1 is started and the engine torque starts to be produced, the control of the reaction torque ends and the torque of MG2 is reduced. When step S80 is performed, the current flow of control ends.
    [0071] In step S90, the motor travel is continued by the ECU
    HV 50. Because no engine start is required, the HV 50 ECU continues to travel in EV travel mode. When step S90 is performed, the current flow of control ends.
    [0072] As described above, the drive device for the hybrid vehicle 1 - 1 according to the present modality is capable of switching between the high HV mode and the low HV mode through the transmission gear unit, which includes the first planetary gear mechanism 10, the CL1 clutch and the BK1 brake to improve the transmission efficiency of the vehicle 100. In addition, the second planetary gear mechanism 20, which serves as a differential unit, is connected in series to a rear of the transmission gear unit. Since the first planetary gear mechanism 10 is in overdrive condition, there is an advantage that the first rotary electric machine MG1 does not have to be brought to a considerably high torque.
    [0073] In addition, when engaging the CL1 clutch and the BK1 brake of the transmission gear unit, the rotation of the
    Petition 870190108788, of 10/25/2019, p. 33/50
    29/38 input of the second planetary gear mechanism 20 can be limited, so that travel in EV mode of both engines can be carried out. Thus, it is not necessary to provide any special or similar clutch to achieve EV mode for both engines, thus simplifying the structure. The arrangement of the present embodiment allows the reduction ratio of the second rotating electrical device MG2 to be increased. In addition, the arrangement of the FF or RR arrangement can achieve a compact arrangement.
    [0074] In addition, when traveling in single-engine EV mode, the engine's rotation speed is maintained substantially at zero, releasing the CL1 clutch and BK1 brake of the transmission gear unit in a neutral state. Thus, no special clutch for engine separation is required.
    [0075] In addition, a fixing means for setting the speed of rotation of the motor to zero by engaging the rotating elements of the transmission gear unit with one another is made up of a plurality of engagement devices. More specifically, the fastening means of the present embodiment include two engagement devices, that is, the CL1 clutch and the BK1 brake. When engine 1 is started from the EV mode of both engines, one of the engagement units is kept engaged, while the other engagement unit is released to switch to the power transmission state. Because only one engagement unit is released, the control of increasing the speed of rotation of the motor through the first rotating electric machine MG1 can be easily performed when the motor is started.
    [0076] In addition, during the HV trip, the high HV mode and the low HV mode can be switched by changing the speed of the transmission gear unit. Because two pon
    Petition 870190108788, of 10/25/2019, p. 34/50
    30/38 mechanics can be obtained by this change of speed, the generation of recirculating energy can be suppressed by an appropriate selection of the gear ratio of the gear at the moment of high speed travel. In addition, by changing the speed of the second planetary gear mechanism 20, at the time of changing the speed of the transmission gear unit at the same time, a sudden change in the transmission gear ratio can be suppressed.
    [0077] Although in the present mode, when starting the engine from the single engine EV mode, it is assumed that the CL1 clutch is engaged while the BK1 brake is released, instead the engine start can be performed in a state where the BK1 brake is engaged while the CL1 clutch is released.
    [0078] Although the CL1 clutch of the present embodiment is constructed in order to connect the first solar gear 11 to the first conveyor 14, the present invention is not restricted to this example. Any CL1 clutch can be used, as long as it can limit the differential movement of the first planetary gear mechanism 10, connecting the respective rotating elements 11, 13, 14 of the first planetary gear mechanism 10. In addition, the BK1 brake is not restricted to a brake that limits the rotation of the first solar gear 11. The BK1 brake can be a brake that limits the rotation of the other rotating element of the first planetary gear mechanism 10.
    [0079] Any switching device can be used, provided that it can change between a state of limiting a rotation of the output element of the first planetary gear mechanism 10 and a state of allowing a rotation of the output element, and thus, the The present invention is not restricted to an exemplary combination of the CL1 clutch and the BK1 brake.
    Petition 870190108788, of 10/25/2019, p. 35/50
    31/38 [0080] Although, in the present modality, the energy transmission mechanism and the differential mechanism (output side differential mechanism) are the planetary gear mechanisms 10, 20, respectively, the present invention is not restricted to this example. The power transmission mechanism can be another known differential mechanism or any gear mechanism capable of switching to multiple gear ratios. In addition, like the differential mechanism on the output side, another known differential mechanism can be used.
    [0081] The energy transmission mechanism can be, for example, of the type of double clutch. For example, the power transmission mechanism may include a first transmission unit that transmits a rotation of the motor 1 to the second planetary gear mechanism 20, in a first transmission ratio by means of a first engagement and a second transmission unit. which transmits the rotation of the motor 1 to the second planetary gear mechanism 20 in a second gear ratio through a second clutch. The first gear ratio and the second gear ratio are different from each other. This energy transmission mechanism returns to a connection state capable of transmitting energy from the motor 1 to the second planetary gear mechanism 20 by engaging either of the first clutch and the second clutch. In addition, in the energy transmission mechanism, the rotation of the output element is limited by engaging the first clutch and the second clutch together. In addition, the energy transmission mechanism becomes a neutral state unable to transmit energy between motor 1 and the second planetary gear mechanism 20, releasing the first clutch and the second clutch together.
    Petition 870190108788, of 10/25/2019, p. 36/50
    32/38 [0082] As such a structure, which is a structure that includes an input gear, which is connected to the input element of the second planetary gear mechanism 20 and a first gear and a second gear which engage with this input gear , respectively, for example. The first gear is connected to engine 1 via the first engagement and the second gear is connected to engine 1 via the second clutch. In addition, the number of teeth of the first gear and the second gear are different from each other. The first transmission unit includes the first gear, the first clutch and the input gear. The second transmission unit includes the second gear, the second clutch and the input gear. When the first clutch is engaged, the rotation of the motor is transmitted to a second planetary gear mechanism 20 at a transmission gear ratio which corresponds to a transmission ratio between the first gear and the input gear of the first transmission unit. When the second clutch is engaged, the rotation of the motor is transmitted to a second planetary gear mechanism 20 at a transmission gear ratio which corresponds to a transmission ratio between the second gear and the input gear of the second transmission unit. In addition, if the first engagement and the second clutch are involved together, the rotation of the input gear is limited due to a difference in the transmission ratio between the first transmission unit and the second transmission unit. Meanwhile, the first transmission unit and the second transmission unit may further include a transmission gear mechanism.
    [0083] Although, in the present modality, the mechanism is connected to the first planetary gear mechanism 10 is the motor
    Petition 870190108788, of 10/25/2019, p. 37/50
    33/38
    1, instead, another known motor can be connected to the first planetary gear mechanism 10.
    [FIRST MODIFICATION MODIFICATION] [0084] The first modification of the modality will be described. Figure 11 is a skeleton diagram of the vehicle 100 according to the first modification. The drive device points for the hybrid vehicle 1 - 2 of the present modification other than the drive device for the hybrid vehicle 1 - 1 of the above-described embodiment are that a first planetary gear mechanism 40 is based on a gear shift subunit and about an arrangement of the CL1 clutch and the BK1 brake.
    [0085] The structure of the first planetary gear mechanism 40 can adopt the same structure as the first planetary gear mechanism 10 of the embodiment described above. The first planetary gear mechanism 40 includes a first solar gear 41, a first pinion 42, a first ring gear 43 and a first conveyor 44. As shown in figure 11, an input shaft 2 is connected to a first ring gear 43 of the first planetary gear mechanism 40. In addition, a first conveyor 44 of the first planetary gear mechanism 40 is connected to a second conveyor 24. That is, in the present modification, the input element of the first planetary gear mechanism 40 is the first ring gear 43 and the outlet element thereof is the first conveyor 44.
    [0086] The CL1 clutch can connect the first solar gear to the first conveyor 44, as described above. In addition, the BK1 brake can limit the rotation of the first solar gear 41 as described above. In the present modification, the CL1 clutch and the BK1 brake are arranged between the first planetary gear mechanism 40 and the second gear mechanism
    Petition 870190108788, of 10/25/2019, p. 38/50
    34/38 planetary gearing 20. According to the present modification, coaxially with motor 1, the first planetary gear mechanism 40, the CL1 clutch, the BK1 brake, a counter-driven gear 25, a second planetary gear mechanism 20 and a first rotary electric machine MG1 are arranged in order on the motor side 1.
    [0087] The first planetary gear mechanism 40 can reduce the rotation of motor 1 and output of the first conveyor 44. If the brake BK1 is engaged and the clutch CL1 is released, the subunit state in which the rotation speed of the first conveyor 44 as the output element is less than the rotation speed of the first ring gear 43, that the input element is produced. The transmission gear ratio of the first planetary gear mechanism 40 at this time can be, for example, 1.4. On the other hand, if the clutch CL1 is engaged while the brake BK1 is released, the rotation speed of the first ring gear 43 becomes equal to the rotation speed of the first conveyor 44.
    [0088] Thus, in the drive device for the hybrid vehicle
    - 2 of this modification, when the low HV mode is selected, the BK1 brake is engaged and the CL1 clutch is released. When the high HV mode is selected, the CL1 clutch is engaged and the BK1 brake is released.
    [0089] In the drive device for the hybrid vehicle 1 - 2 of the present modification, as opposed to the modality described above, a second gear ratio of the mechanical transmission / 2 returns to a gear ratio on the low gear side that says the first gear ratio of the mechanical transmission / 1. However, both the first gear ratio of the mechanical transmission
    Petition 870190108788, of 10/25/2019, p. 39/50
    35/38 ca / 1 and the second gear ratio of the mechanical transmission / 2 are gear ratios on the high gear side in relation to the gear ratio 1, which is common to the embodiment described above.
    [Second modification of the modality] [0090] The second modification of the modality will be described. Although the drive devices for the hybrid vehicle 1 - 1, 1 - 2 of the above described mode and the first modification are of the multi-axle type, instead, they can be of the single-axle type. Figure 12 is a skeleton diagram of the vehicle 100 according to the present modification.
    [0091] As shown in figure 12, the drive device for the hybrid vehicle 1 - 3 of the present modification is of the single axis type, in which motor 1, the first planetary gear mechanism 10, the first MG1 rotary electric machine , a second planetary gear mechanism 80, and the second rotary electric machine MG2 are arranged coaxially. The BK1 brake, the CL1 clutch, the first planetary gear mechanism 10, the first rotary electric machine MG1, the second planetary gear mechanism 80, and the second rotary electric machine MG2 are arranged in order on the motor side 1.
    [0092] The structure of the transmission gear unit can be constructed from the same structure as the transmission gear unit of the drive device for the hybrid vehicle 1 - 1 of the modality described above. A rotary axis 33 of the first rotating electrical machine MG1 is hollow and a connecting axis 85 is inserted therein. Link shaft 85 connects the first ring gear 13 to the second conveyor 84. The second planetary gear mechanism 80, includes a second pinion 81, a second pinion 82, a second ring gear 83, and a second conveyor
    Petition 870190108788, of 10/25/2019, p. 40/50
    36/38
    84, and can be constructed in the same structure as the second planetary gear mechanism 20 of the embodiment described above.
    [0093] The second ring gear 83 is connected to the rotary axis of the second rotary electric machine MG2. The rotary axis 34 is a propelling axis. A side opposite the second ring gear 83 on the side of the rotation axis 34 is connected to the drive wheels via a differential device and a drive shaft (not shown). The drive device for the hybrid vehicle 1 - 3 of the present modification can be applied to an FR (front engine rear wheel unit), for example.
    [THIRD MODE MODIFICATION] [0094] The third modification of the modality will be described. The drive device for the hybrid vehicle 1 - 4 of the present modification is of the single axle type, which can be applied to an FF vehicle and RR vehicle. Figure 13 is a skeleton diagram of the vehicle 100 according to the present modification.
    [0095] As shown in figure 13, the drive device for the hybrid vehicle 1 - 4 of the present modification is of the single axle type, in which motor 1, the first planetary gear mechanism 10, the second planetary gear mechanism 20, a third planetary gear mechanism 90, the first rotary electric machine MG1 and the second rotary electric machine MG2 are arranged coaxially. The BK1 brake, the CL1 clutch, the first planetary gear mechanism 10, the counter unit gear 25, the second planetary gear mechanism 20, the third planetary gear mechanism 90, the second rotary electric machine MG2, and the first machine rotary electric MG1 are arranged in order on the motor side 1.
    [0096] The transmission gear unit structure can be constructed from the same structure as the gear unit
    Petition 870190108788, of 10/25/2019, p. 41/50
    37/38 transmission from the drive device to the hybrid vehicle 1 - 1 of the modality described above. The third planetary gear mechanism 90 is of the single pinion type, which includes a third solar gear 91, a third pinion gear 92, and a third ring gear 93. A conveyor that supports the third pinion gear 92 is fixed to not be rotating. The third ring gear 93 is connected to the second ring gear 23 and the gear of the counter unit 25. The third solar gear 91 is connected to the rotary axis 34 of the second rotary electric machine MG2. The third planetary gear mechanism 90 can slow the rotation of the second MG2 rotary and outgoing electric machine from the third ring gear 93.
    [FOURTH MODE MODIFICATION] [0097] Although in the respective modalities and modifications described above, the first planetary gear mechanism 10, 40 and the second planetary gear mechanism 20, 80 are of the single pinion type, the present invention does not restricts this example. For example, at least any of the first planetary gear mechanisms 10, 40 and the second planetary gear mechanism 20, 80 can be of the double pinion type. For example, the first planetary gear mechanism 10, 40 can be built on a type of double pinion planetary gear. In this case, in the respective monographic graphics, the position of the first ring gear 13, 43 is exchanged with the position of the first conveyor 14, 44. For the single pinion type and the double pinion type, the over unit and subunit of the transmission gear unit are reversed.
    [0098] According to the modality described above and the respective modifications, a drive device is described, which includes a motor, a transmission gear unit, and a joint
    Petition 870190108788, of 10/25/2019, p. 42/50
    38/38 differential, where an output shaft of the motor is connected to an input shaft of the transmission gear unit, the first element of the differential unit is connected to the axis of the transmission gear unit, the first rotating machine ( electrical machine) is connected to the second output element, the second rotating machine (electrical machine) is connected to the third element, and the speed of rotation of the motor can be set to zero by engaging the elements of the transmission gear unit.
    [0099] The content described in the modality described above and the respective modifications can be combined in an appropriate way for execution.
    DESCRIPTION OF REFERENCE NUMBERS
    - 1, 1 - 2, 1 - 3 / drive device for the hybrid vehicle / engine
    10, 40 / first planetary gear mechanism
    13, 43 / first ring gear
    14, 44 / first carrier
    20, 80 / second planetary gear mechanism
    21.81 / second solar gear
    23, 83 / second ring gear
    24, 84 / second conveyor / drive wheel / HV ECU / MG ECU / engine ECU
    100 / vehicle
    BK1 / brake
    CL1 / clutch
    MG1 / first rotary electric machine
    MG2 / second rotary electric machine
    权利要求:
    Claims (6)
    [1]
    1. Drive device for a hybrid vehicle, the drive device comprising:
    an energy transmission mechanism (10) connected to a motor (1), the energy transmission mechanism (10) being a single planetary gear mechanism configured to transmit a rotation of the motor (1), in which the first single planetary gear (10) includes a first solar gear (11), a first pinion gear (12), a first ring gear (13) and a first conveyor (14);
    a differential mechanism that connects the energy transmission mechanism (10) to the drive wheels (32); and a switching device configured to change the speed of the energy transmission mechanism (10), wherein the differential mechanism (20) includes a first rotating element (24), which is connected to an output element (13) of the energy transmission mechanism (10), a second rotating element (21) that is connected to a first rotating electric machine (MG1) and a third rotating element (23), which is connected to a second rotating electric machine (MG2) and the drive wheels (32), where the switching device includes a clutch (CL1) and a brake (BK1), the brake (BK1) being configured to limit the rotation of the first solar gear (11) of the first drive mechanism planetary gear (10), the clutch being configured to connect the first solar gear (11) with the first conveyor (14) of the first planetary gear mechanism (10), characterized by the fact that the rotation of the
    Petition 870190108788, of 10/25/2019, p. 44/50
    [2]
    2/3 output (13) of the power transmission mechanism (10) is limited by the switching device, and the drive device has a mode in which the rotation of the output element (13) of the power transmission mechanism (10) ) is limited by means of the clutch and the brake and the first rotating electric machine (MG1) and the second rotating electric machine (MG2) are used as energy sources.
    2. Drive device for the hybrid vehicle, according to claim 1, characterized by the fact that the energy transmission mechanism (10) is configured to accelerate and produce the rotation of the engine (1).
    [3]
    3. Drive device for the hybrid vehicle, according to claim 1, characterized by the fact that the energy transmission mechanism (10) is configured to decelerate and produce the rotation of the engine (1).
    [4]
    4. Drive device for the hybrid vehicle according to any of claims 1 to 3, characterized in that the switching device changes the speed of the energy transmission mechanism (10) by switching between a state of limit a differential movement of the energy transmission mechanism (10) and a state of allowing differential movement of the energy transmission mechanism (10).
    [5]
    5. Drive device for the hybrid vehicle, according to claim 1, characterized by the fact that speed changes in the energy transmission mechanism (10) and speed changes in the differential mechanism (20) are carried out at the same time time.
    [6]
    6. Drive device for the hybrid vehicle, according to claim 5, characterized by the fact that when the speed changes in the engine
    Petition 870190108788, of 10/25/2019, p. 45/50
    3/3 energy transmission (10) and speed changes in the differential mechanism (20) are carried out at the same time, a transmission gear ratio of an energy transmission mechanism (10) and the differential mechanism (20) is increased while the gear ratio of the other gear is reduced.
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    JP2019172030A|2019-10-10|Vehicular control apparatus
    同族专利:
    公开号 | 公开日
    AU2012368646A1|2014-08-21|
    KR20140108719A|2014-09-12|
    RU2014131896A|2016-03-20|
    MX2014009378A|2014-10-24|
    CN104093617A|2014-10-08|
    US20150021110A1|2015-01-22|
    US9216641B2|2015-12-22|
    EP2810839B1|2018-10-17|
    PH12014501747A1|2014-11-10|
    KR101563836B1|2015-10-27|
    JP5892180B2|2016-03-23|
    RU2585501C2|2016-05-27|
    AU2012368646B2|2015-09-24|
    WO2013114594A1|2013-08-08|
    JPWO2013114594A1|2015-05-11|
    CN104093617B|2016-12-28|
    EP2810839A4|2015-10-28|
    EP2810839A1|2014-12-10|
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    法律状态:
    2018-12-18| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-07-30| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|
    2020-02-27| B09A| Decision: intention to grant|
    2020-04-14| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 01/02/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/JP2012/052299|WO2013114594A1|2012-02-01|2012-02-01|Drive apparatus for hybrid vehicle|
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