JP7101770B2 - Vehicle drive - Google Patents

Description

The present invention relates to a vehicle drive device used in a hybrid vehicle in which an engine and a rotary electric machine are used in combination.

As a vehicle drive device used for a vehicle in which an engine and a rotary electric machine are used in combination, Patent Document 1 describes an input member connected to an engine, an output member connected to a wheel, a rotating element connected to the input member, and the like. Disclosed are those comprising a rotating element connected to a rotating electric machine, and a differential device having an output member and a rotating element connected to a second rotating electric machine. This vehicle drive device can drive the vehicle by transmitting the torque of the first rotary electric machine and the second rotary electric machine to the output member with the engine stopped.

Japanese Unexamined Patent Publication No. 2013-18356

However, the lower the rotation speed of the rotary electric machine, the larger the driving force. Therefore, in the above-mentioned conventional technique, the propulsive force sharply decreases as the speed of the vehicle increases and the rotation speed of the rotary electric machine increases. When the engine is driven to compensate for the decrease in the propulsive force, the driving force of the first rotary electric machine connected to the engine via the differential device is not transmitted, so that the propulsive force does not increase so much. If the engine speed is increased and the output is increased during acceleration to compensate for the decrease in the driving force of the first rotating electric machine, the propulsive force of driving the two rotating electric machines can be obtained, but the noise (engine noise) is intense. The quietness of the vehicle is lost.

The present invention has been made to solve this problem, and an object of the present invention is to provide a vehicle drive device capable of obtaining a strong propulsive force while ensuring quietness during acceleration.

In order to achieve this object, the vehicle drive device of the present invention is connected to an input member connected to an engine, a first clutch for connecting and disconnecting the power of the input member, an output member connected to a wheel, and an input member. A second clutch that connects any two of the rotating elements to the differential device having the rotating element, the rotating element connected to the first rotating electric machine, and the output member and the rotating element connected to the second rotating electric machine. And a switching device for switching between a state in which the second clutch is disengaged and a state in which the second clutch is engaged. When the second clutch is engaged by the switching device, the second clutch allows relative rotation when the relative rotation direction of the two rotating elements is the second direction, and the relative rotation direction of the two rotating elements is the first. It is connected when it is in the first direction opposite to the two directions. After the second clutch is engaged, the two rotating elements rotate integrally even when the relative rotation direction of the two rotating elements is the second direction.

According to the vehicle drive device according to claim 1, the switching device switches between a state in which the second clutch connecting any two of the rotating elements of the differential device is disengaged and a state in which the second clutch is engaged. When the second clutch is engaged by the switching device, the second clutch allows relative rotation when the relative rotation direction of the two rotating elements is the second direction, and the relative rotation direction of the two rotating elements is the first. Connect when in one direction. This makes it possible to eliminate the need for control to match the rotation speeds of the two rotating elements in order to engage the second clutch. When the second clutch is engaged, the rotating elements rotate integrally, so the rotation speeds of the output member, the first rotating electric machine, and the second rotating electric machine are determined according to the rotation speed of the engine. Therefore, a strong propulsive force can be obtained during acceleration. Further, since the rotation speed of the engine is limited by the first rotary electric machine and the second rotary electric machine, it is possible to prevent the noise from becoming intense during acceleration and to ensure quietness.

According to the vehicle drive device according to claim 2, the two rotating elements to which the second clutch is connected are one on the drive side driven by the engine and the other on the driven side, and the second clutch is on the drive side. When the rotation speed of the rotating element becomes higher than the rotation speed of the rotating element on the driven side, the clutch is connected. As a result, as the engine speed is increased, the second clutch is engaged without impact, and a strong propulsive force can be obtained. Therefore, in addition to the effect of claim 1, it is possible to improve the responsiveness to the input of maneuvering while suppressing the impact when the second clutch is engaged.

According to the vehicle drive device according to claim 3, the second clutch has a first member having a first surface intersecting the axis of the differential device and a second surface facing the first surface in the direction of the axis. It is provided with a second member having a second member. In the first member, a plurality of first holes are formed on the circumference centered on the axis of the first surface, and the first engaging element is swingably arranged in each of the first holes. A plurality of second holes are formed on the circumference centered on the axis of the second surface. The first engager is arranged in the first hole formed on the first surface of the first member, and the edge portion and the first hole of the second hole formed on the second surface of the second member facing the first surface. Since the first engaging element is engaged with the edge portion of the second clutch and the second clutch is engaged, the length of the second clutch in the axial direction can be shortened. Therefore, in addition to the effect of claim 1 or 2, it is possible to suppress an increase in the axial length of the vehicle drive device due to the arrangement of the second clutch.

It is a skeleton diagram of the drive device for a vehicle in 1st Embodiment. It is sectional drawing of the 2nd clutch. It is sectional drawing of the 2nd clutch in the line III-III of FIG. It is sectional drawing of the 2nd clutch in the IV-IV line of FIG. (A) is a schematic diagram of the second clutch in a slipped state, and (b) is a schematic diagram of the connected second clutch. It is a block diagram which shows the electric structure of the drive device for a vehicle. (A) is a schematic diagram of the first map, and (b) is a schematic diagram of the second map. (A) is a collinear diagram of EV mode, (b) is a collinear diagram of power EV mode, (c) is a collinear diagram of HV mode, and (d) is a collinear diagram of power HV mode. It is a figure. It is a flowchart of power mode processing. (A) is a skeleton diagram of a vehicle drive device according to a second embodiment, and (b) is a skeleton diagram of a vehicle drive device according to a third embodiment.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. First, the configuration of the vehicle drive device 10 will be described with reference to FIG. FIG. 1 is a skeleton diagram of a vehicle drive device 10 according to the first embodiment.

As shown in FIG. 1, the vehicle drive device 10 is a differential device connected to an input member 14, a first rotary electric machine (MG1) 11 and a second rotary electric machine (MG2) 12 connected to an engine (ICE) 13. 20, the output member 27 connected to the wheel 29, the second clutch 30, and the switching device 60 are provided. The rotary electric machine is a concept including any of a motor, a generator, and a generator motor that functions as both a motor and a generator, if necessary.

As the engine 13, a gasoline engine, a diesel engine, or the like is used. The input member 14 is composed of, for example, a shaft member. The input member 14 is connected to a crankshaft or the like which is an output shaft of the engine 13. The output shaft of the engine 13 and the input member 14 may be directly connected or may be connected via another member such as a damper.

The first clutch 16 is arranged between the input member 14 and the case 15 of the vehicle drive device 10. In the present embodiment, the first clutch 16 is a one-way clutch, which allows forward rotation of the input member 14 and restricts reverse rotation of the input member 14. The forward rotation of the input member 14 is the same rotation direction as the rotation direction of the output shaft (crankshaft or the like) of the engine 13.

The differential device 20 is a single pinion type planetary gear device in this embodiment. The differential device 20 has three rotating elements: a sun gear 21, a carrier 22, and a ring gear 23. The sun gear 21 is connected to a first rotor shaft 17 which is an output shaft of the first rotary electric machine 11. The carrier 22 is connected to the input member 14. The ring gear 23 meshes with the counter gear 24.

The counter gear 24 meshes with the drive gear 25 connected to the second rotor shaft 18 which is the output shaft of the second rotary electric machine 12. The chain 26 is hung between the counter gear 24 and the output member 27. The output member 27 transmits a driving force to the wheels 29 via the output differential device 28. In the present embodiment, the output member 27 is composed of a member that rotates integrally with the case of the output differential device 28. The output member 27 connected to the wheel 29 via the output differential device 28 is connected to the ring gear 23 via the counter gear 24 and the chain 26.

The second clutch 30 is a device that connects any two of the rotating elements of the differential device 20. In the present embodiment, the second clutch 30 is a kind of meshing clutch having a function of transmitting / disconnecting power between the carrier 22 and the ring gear 23. The switching device 60 is a device that switches between a state in which the second clutch 30 is disengaged and a state in which the second clutch 30 is engaged.

2 is a sectional view including the axis O of the second clutch 30, FIG. 3 is a sectional view of the second clutch 30 in the line III-III of FIG. 2, and FIG. 4 is a sectional view of the second clutch 30 in the line IV-IV of FIG. It is sectional drawing of 2 clutch 30. For ease of understanding, FIGS. 2 to 4 omit the illustration of the carrier 22 and the ring gear 23 to which the second clutch 30 is engaged.

As shown in FIG. 2, the second clutch 30 includes a first member 31 and a second member 50 that rotate about the axis O. In the present embodiment, the first member 31 and the second member 50 are arranged on the same axis O as the first rotor shaft 17 and the differential device 20, and are rotatably fixed to the first rotor shaft 17. In this embodiment, the first member 31 is connected to the carrier 22 (see FIG. 1) and the second member 50 is connected to the ring gear 23.

The first member 31 is a member formed in an annular shape centered on the axis O, and has a first hole in a flat first surface 32 that intersects the axis O (in this embodiment, is orthogonal to the axis O). A plurality of 33 and a third hole 35 (see FIG. 4) are formed. The first surface 32 faces the flat second surface 51 of the second member 50 in the O direction of the axis. A third surface 37 facing the second member 50 side is formed in each of the first hole 33 and the third hole 35.

The first engager 40 is arranged on the third surface 37 of the first hole 33, and the second engager 43 is arranged on the third surface 37 of the third hole 35 (see FIG. 4). Between the bottom surface 38 of the first hole 33 and the first engaging element 40, which are located farther from the second member 50 than the third surface 37, and between the bottom surface 38 of the third hole 35 and the second engaging element 43. , The compression spring 46 is arranged respectively. The compression spring 46 urges the first engaging element 40 and the second engaging element 43 toward the second member 50. A retainer 47 that interferes with the first engaging element 40 and the second engaging element 43 is arranged on the first surface 32 of the first member 31.

The second member 50 is a member formed in an annular shape centered on the axis O, and has a second hole in a flat second surface 51 that intersects the axis O (in this embodiment, is orthogonal to the axis O). A plurality of 52 are formed. The second hole 52 is a portion where the first engager 40 and the second engager 43 (see FIG. 4) arranged in the first member 31 are engaged.

As shown in FIG. 3, a plurality of second holes 52 are formed in the second member 50 at intervals in the circumferential direction. The second hole 52 has the same size and is substantially rectangular when viewed from the axial direction. The edges 53, 54 facing the circumferential direction of the second hole 52 are located on the circumference centered on the axis O. In the second member 50, a ring groove 55 connecting the second hole 52 in the circumferential direction is formed on the second surface 51. The second member 50 is formed with a plurality of pin holes 56 communicating with the groove bottom of the ring groove 55.

It will be described back to FIG. The pin hole 56 penetrates the second member 50 in the axial direction. The switching device 60 includes a ring 61, a pin 62, a plate member 63, and an actuator 64. The ring 61 is housed in the ring groove 55 (see FIG. 4) and the pin 62 is housed in the pin hole 56. The pin 62 transmits the axial force of the actuator 64 to the ring 61 via the annular plate member 63 arranged around the axis O. The actuator 64 moves the ring 61 in the axial direction via the plate member 63 and the pin 62.

As shown in FIG. 4, in the first member 31, the first hole 33 and the third hole 35 are alternately arranged in the circumferential direction. The first hole 33 and the third hole 35 have a substantially rectangular shape when viewed from the axis O direction. In the present embodiment, the circumferential length of the first hole 33 is longer than the circumferential length of the third hole 35. The edge portion 34 of the first hole 33 and the edge portion 36 of the third hole 35 are located on the circumference centered on the axis O. In the first member 31, a circular groove 39 connecting the first hole 33 and the third hole 35 in the circumferential direction is formed on the first surface 32. The groove 39 is a recess into which the ring 61 arranged in the second member 50 (see FIG. 2) enters.

The first engaging element 40 is arranged in the first hole 33, and the second engaging element 43 is arranged in the third hole 35. The first engaging element 40 includes a rectangular plate-shaped strut 41 and arms 42 protruding from the end of the strut 41 on both sides of the strut 41 in the width direction. The second engaging element 43 includes a rectangular plate-shaped strut 44 and arms 45 protruding from the end of the strut 44 on both sides of the strut 44 in the width direction. The first engaging element 40 can slide in the circumferential direction on the third surface 37 of the first hole 33. The first engaging element 40 and the second engaging element 43 are the same parts except that the orientations in the circumferential direction arranged on the first member 31 are different.

The retainer 47 is a disk-shaped member, and a plurality of radially extending first arms 48 and second arms 49 are alternately arranged in the circumferential direction. The retainer 47 is urged in the first direction (arrow F direction) about the axis O by the restoring force of the compression spring (not shown) arranged on the first member 31. With the retainer 47 urged in the first direction (arrow F direction), the first arm 48 abuts on the circumferential end face of the support column 41 of the first engager 40, and the second arm 49 is the second engager. It covers a part of the column 44 of 43.

FIG. 5A is a schematic diagram of the second clutch 30 in a slipped state, and FIG. 5B is a schematic diagram of the connected second clutch 30. As shown in FIG. 5A, the compression spring 46 arranged between the first engaging element 40 arranged on the third surface 37 of the first hole 33 and the bottom surface 38 of the first hole 33 is the first. An elastic force (restoring force) is applied to the portion of the support column 41 of the engaging element 40 opposite to the portion where the arm 42 (see FIG. 4) is provided. In this embodiment, the compression spring 46 is a torsion coil spring. The first arm 48 of the retainer 47 (see FIG. 2) is pressed against the end surface of the support column 41 on the arm 42 side of the first engager 40, and the arm 42 of the first engager 40 is the second member 50 of the second member 50. Since it is pressed by the surface 51, the first engaging element 40 can swing around the arm 42.

However, when the ring 61 of the switching device 60 (see FIG. 1) has entered the second hole 52 (when the switching device 60 is off), the first engaging element 40 hits the ring 61 and enters the second hole 52. Cannot engage. On the other hand, when the switching device 60 is operated and the ring 61 exits from the second hole 52 (when the switching device 60 is on), the second clutch 30 is engaged. However, as shown in FIG. 5A, when the first member 31 rotates relative to the second member 50 in the second direction (counter-arrow F direction), the first engager 40 is placed in the second hole 52. Since it cannot be engaged, the second clutch 30 is in a slipped state. At this time, the second engaging element 43 cannot enter the second hole 52 because the second arm 49 of the retainer 47 covers a part of the support column 44.

On the other hand, when the switching device 60 is operated to retract the ring 61 from the second hole 52 and the second clutch 30 is engaged (when the switching device 60 is on), the second member 50 has a second position. When one member 31 rotates relative to the first direction (arrow F direction), the first engager 40 that has entered the second hole 52 pushes the first arm 48, and the retainer 47 moves in the second direction (counter-arrow F direction). Rotate. As a result, as shown in FIG. 5B, the first engaging element 40 pushes away the retainer 47 and engages with the edge portion 34 of the first hole 33 and the edge portion 53 of the second hole 52, respectively. The connected first member 31 and second member 50 rotate integrally in the first direction (arrow F direction), and the second clutch 30 transmits power.

Further, since the second arm 49 of the retainer 47 pushed away by the first engaging element 40 cannot cover the second engaging element 43, the second engaging element 43 rises toward the second member 50 side by the elastic force of the compression spring 46. Since the second hole 52 of the second member 50 is formed at a position where the second engaging element 43 rising toward the second member 50 side can enter, the second engaging element 43 is the second hole 52 of the second member 50. Enter into. As a result, when the first member 31 rotates relative to the second member 50 in the second direction (counter-arrow F direction), the second engager 43 has the edge portion 36 and the second hole 52 of the third hole 35. The first member 31 and the second member 50 rotate integrally in the second direction (counter-arrow F direction) and transmit power.

In order to disengage the second clutch 30, the first engaging element 40 and the second engaging element 43 may be retracted from the second hole 52 of the second member 50. Since the second clutch 30 can be disengaged in a state where the first engaging element 40 is in contact with the second surface 51 of the second member 50, a gap (space) in the axial direction for disengaging the second clutch 30 is almost required. Do not. Therefore, the length of the second clutch 30 in the axial direction can be shortened. As a result, it is possible to suppress an increase in the axial length of the vehicle drive device 10 due to the arrangement of the second clutch 30.

FIG. 6 is a block diagram showing an electrical configuration of the vehicle drive device 10. The vehicle drive device 10 includes a main control unit 70 for controlling each part of the device. The main control unit 70 can mutually transmit information to the MG1 (first rotary electric machine) control unit 81, the MG2 (second rotary electric machine) control unit 82, and the engine control unit 83 via the input / output port 77. It is connected to the state.

The main control unit 70 includes a CPU 71, a ROM 72, and a RAM 75. The ROM 72 is a non-rewritable non-volatile memory that stores a control program executed by the CPU 71 (for example, the program of the flowchart shown in FIG. 9), the first map 73, the second map 74, and the like. The RAM 75 is a memory for rewritably storing various data when the control program is executed, and is provided with a mode memory 76 for storing the traveling mode of the vehicle.

The MG1 control unit 81 and the MG2 control unit 82 control the first rotary electric machine 11 and the second rotary electric machine 12 to output desired torque and rotation via an inverter (not shown). The engine control unit 83 controls each part of the engine 13 so that the engine 13 outputs desired torque and rotation. The operation of the switching device 60 is performed based on the control command of the main control unit 70.

The battery state detection sensor 84 is a sensor for detecting information such as the charge amount of the battery (not shown). The vehicle speed sensor 85 is a sensor that detects the rotation speed of the output member 27 in order to detect the vehicle speed. The accelerator operation detection sensor 86 is a sensor for detecting the operation amount of the accelerator pedal. The input member rotation sensor 87 is a sensor for detecting the rotation speed of the input member 14. Since the input member 14 rotates integrally with the output shaft of the engine 13 and the carrier 22, the rotation speed of the input member 14 is equal to the rotation speed of the engine 13 and the carrier 22.

The first rotor shaft rotation sensor 88 is a sensor for detecting the rotation speed of the first rotor shaft 17. Since the first rotor shaft 17 rotates integrally with the sun gear 21, the rotation speed of the first rotor shaft 17 is equal to the rotation speed of the sun gear 21. The ring gear rotation sensor 89 is a sensor for detecting the rotation speed of the ring gear 23. Each of the sensors 84 to 89 includes an output device that outputs the detection result to the main control unit 70.

Examples of the other input / output device 90 include a brake operation detection sensor that detects the operation amount of the brake pedal, a water temperature sensor that detects the temperature of the cooling water of the engine 13, an oil temperature sensor that detects the oil temperature of the engine oil, and the like. To.

The main control unit 70 stores in the ROM 72 according to the battery state detected by the battery state detection sensor 84, the vehicle speed detected by the vehicle speed sensor 85, the operation amount of the accelerator pedal detected by the accelerator operation detection sensor 86, and the like. The driving mode of the vehicle is selected according to the first map 73 and the second map 74. The CPU 71 stores the selected travel mode in the mode memory 76 of the RAM 75.

In the present embodiment, the CPU 71 uses the first map 73 when the battery charge amount is large, and uses the second map 74 when the battery charge amount is small. In addition to the battery status, vehicle speed, and accelerator pedal operation amount, it is possible to select the driving mode using conditions such as the brake pedal operation amount, the cooling water temperature of the engine 13, and the oil temperature of the engine oil. Is.

7 (a) is a schematic diagram of the first map 73, and FIG. 7 (b) is a schematic diagram of the second map 74. As shown in FIGS. 7A and 7B, the main control unit 70 travels in EV mode, power EV mode, HV mode, and power HV mode according to the battery state, vehicle speed, and accelerator opening. Controls to switch to the mode.

FIG. 8A is a collinear diagram of the differential device 20 in the EV mode, FIG. 8B is a collinear diagram of the differential device 20 in the power EV mode, and FIG. 8C is a diagram. Is a collinear diagram of the differential device 20 in the HV mode, and FIG. 8D is a collinear diagram of the differential device 20 in the power HV mode. In the collinear diagram, the vertical lines are the sun gear 21 (S) and the first rotary electric machine 11 (MG1), the carrier 22 (C) and the engine 13 (ICE), the ring gear 23 (R) and the second rotary electric machine 12 (MG2), respectively. Corresponds to. The vertical axis represents the rotation speed of each rotation element, + indicates positive rotation (the same rotation direction as the rotation direction of the output shaft of the engine 13), and-indicates negative rotation.

The EV mode shown in FIG. 8A is a traveling mode in which the output member 27 is driven only by the torque of the second rotary electric machine 12 in a state where the first clutch 16 rotates relative to each other. The engine 13 is in a combustion stopped state. The switching device 60 is off and the three rotating elements of the differential device 20 are free to rotate. In the EV mode, only the torque of the second rotary electric machine 12 connected to the ring gear 23 is transmitted to the output member 27 connected to the ring gear 23 without torque transmission via the input member 14 and the sun gear 21. ..

The power EV mode shown in FIG. 8B is a mode in which the first clutch 16 travels by the torque of at least the first rotary electric machine 11 in a state where negative rotation is restricted. The engine 13 is in the combustion stopped state, and the switching device 60 is off. In the present embodiment, the output member 27 is driven by the torques of both the first rotary electric machine 11 and the second rotary electric machine 12. In the power EV mode, the torque of the second rotary electric machine 12 connected to the ring gear 23 is transmitted to the output member 27 connected to the ring gear 23. Further, the rotation speed of the carrier 22 is zero, the first clutch 16 regulates negative rotation, and the first rotary electric machine 11 outputs torque in the negative direction while rotating negatively.

The first clutch 16 that regulates negative rotation fixes the input member 14 and the carrier 22 to the case 15. The first clutch 16 functions as a reaction force receiver of the first rotary electric machine 11, and the negative torque of the first rotary electric machine 11 transmitted to the sun gear 21 is connected to the ring gear 23 by reversing the direction of the torque. It is transmitted to the output member 27. As a result, the output member 27 is driven by the torques of both the first rotary electric machine 11 and the second rotary electric machine 12.

In the HV mode shown in FIG. 8C, the rotation of the engine 13 is steplessly changed to the output member 27 by controlling the rotation of the first rotary electric machine 11 in a state where the first clutch 16 rotates relative to each other. It is a mode to transmit. The engine 13 is in a combustion state, and the switching device 60 is off. The differential device 20 distributes the torque of the engine 13 (carrier 22) to the sun gear 21 and the ring gear 23. The first rotary electric machine 11 functions as a reaction force receiver of the torque of the engine 13, and the torque of the engine 13 is distributed to the ring gear 23 on the output member 27 side. The first rotary electric machine 11 outputs torque in the negative direction while rotating in the forward direction to generate electricity. The second rotary electric machine 12 powers and outputs a torque in the positive direction to assist the torque of the engine 13 transmitted to the output member 27.

Here, since the driving force of the first rotary electric machine 11 and the second rotary electric machine 12 is larger as the rotation speed is lower, the speed of the vehicle is increased in the power EV mode, and the rotation speeds of the first rotary electric machine 11 and the second rotary electric machine 12 are increased. The higher the value, the sharper the propulsion force. Further, in the HV mode, the torque of the engine 13 is transmitted to the output member 27, but the driving force of the first rotary electric machine 11 connected to the engine 13 via the differential device 20 is reduced, so that the total propulsive force is not so large. It doesn't grow. In the HV mode, if the rotation speed of the engine 13 is increased during acceleration in order to compensate for the decrease in the driving force of the first rotary electric machine 11, the propulsive force of the power EV mode can be obtained, but the noise of the engine 13 becomes intense and the hybrid vehicle. The quietness as is lost.

On the other hand, the power HV mode shown in FIG. 8D is a traveling mode mainly used during acceleration. The engine 13 is in a combustion state, and the first clutch 16 is in a relative rotation state. The switching device 60 is on, and the second clutch 30 connects the carrier 22 and the ring gear 23. As a result, the sun gear 21, the carrier 22, and the ring gear 23 rotate integrally with the carrier 22 rotating integrally with the input member 14. The differential device 20 outputs the rotation of the engine 13 to the ring gear 23 as it is.

That is, in the power HV mode, the rotation speeds of the output member 27, the first rotary electric machine 11 and the second rotary electric machine 12 are determined according to the rotation speed of the engine 13. The first rotary electric machine 11 and the second rotary electric machine 12 force the engine 13 when the torque transmitted to the output member 27 is insufficient, and output the torque in the positive direction to assist the torque of the engine 13. Therefore, a strong propulsive force can be obtained during acceleration. Further, since the rotation speed of the engine 13 is limited by the first rotary electric machine 11 and the second rotary electric machine 12, the noise of the engine 13 can be prevented from becoming intense during acceleration, and the quietness of the vehicle can be ensured.

When the first member 31 rotates relative to the second member 50 in the second direction (counter-arrow F direction), the second clutch 30 has the first member 31 and the second member 50 by the second engaging element 43. Rotates integrally in the second direction (counter-arrow F direction) and transmits power. As a result, even when the ring gear 23 is on the drive side and the carrier 22 is on the driven side, the sun gear 21, the carrier 22, and the ring gear 23 rotate integrally. Therefore, the first rotary electric machine 11 can be made to generate electric power as needed.

With reference to FIG. 9, the power mode processing for changing from each traveling mode of the EV mode, the power EV mode, and the HV mode to the power HV mode will be described. FIG. 9 is a flowchart of power mode processing. This process is a process that is repeatedly executed (for example, at intervals of 0.2 seconds) by the CPU 71 while the power of the vehicle drive device 10 is turned on.

The CPU 71 uses the first map 73 and the second map 74 to determine whether or not there is a request for the power HV mode based on the input of maneuvering such as the vehicle speed and the operation amount of the accelerator pedal (S1). When there is a request for the power HV mode (S1: Yes), the CPU 71 refers to the mode memory 76 and acquires the traveling mode (S2). On the other hand, when there is no request for the power HV mode (S1), the switching device 60 is turned off (S15) so that the second clutch 30 cannot be engaged.

When the traveling mode is the EV mode (S3: EV), the second rotary electric machine 12 is powering with the engine 13 in a state where combustion is stopped. The CPU 71 starts the engine 13 using the engine control unit 83 (S4), and sets the rotation speed of the engine 13 to the minimum rotation speed (S5). The minimum rotation speed is the minimum rotation speed at which the engine 13 does not stop when the output member 27 is connected to the engine 13. Thereby, when the EV mode is switched to the power HV mode and the output member 27 is connected to the engine 13, the engine 13 can be prevented from stopping.

When the rotation speed of the engine 13 is within the allowable range including the minimum rotation speed (S6: Yes), the CPU 71 uses the detection results of the input member rotation sensor 87 and the ring gear rotation sensor 89, and the rotation speed of the ring gear 23 is the carrier 22. It is determined whether the number of revolutions is equal to or higher than that of (S7). When the rotation speed of the ring gear 23 is equal to or higher than the rotation speed of the carrier 22 (S7: Yes), the CPU 71 turns on the switching device 60 (S9). On the other hand, when the rotation speed of the ring gear 23 is less than the rotation speed of the carrier 22 (S7: No), the CPU 71 uses the detection results of the first rotor shaft rotation sensor 88 and the ring gear rotation sensor 89, and the rotation speed of the ring gear 23 is the sun gear 21. It is determined whether the number of revolutions is equal to or higher than that of (S8). When the rotation speed of the ring gear 23 is equal to or higher than the rotation speed of the sun gear 21 (S8: Yes), the CPU 71 executes the process of S9, and when the rotation speed of the ring gear 23 is less than the rotation speed of the sun gear 21 (S8: Yes), S5. Return to the processing of.

When the switching device 60 is turned on in the process of S9, the second clutch 30 is engaged. At this time, in the second clutch 30, the first member 31 rotates relative to the second member 50 in the second direction (counter-arrow F direction) (see FIG. 5A). Since the first engaging element 40 cannot engage with the second hole 52, the second clutch 30 is in a slipped state. As a result, the first engaging element 40 can be prevented from engaging immediately when the switching device 60 is turned on, so that an impact cannot be generated at the time of connection.

When the rotation speed of the engine 13 is increased (S10), the first member 31 rotates relative to the second member 50 in the first direction (arrow F direction), and the first engager 40 pushes the retainer 47 away to the first. It engages with the edge portion 34 of the hole 33 and the edge portion 53 of the second hole 52, respectively (see FIG. 5 (b)). As a result, the second clutch 30 connects the carrier 22 and the ring gear 23 without impact, and the sun gear 21 does not need to control the rotation speed of the carrier 22 and the rotation speed of the ring gear 23 in order to connect the second clutch 30. , The carrier 22 and the ring gear 23 rotate integrally. In the power HV mode, when the first rotary electric machine 11 is turned on and the first rotary electric machine 11 is driven (S11), a strong propulsive force is obtained. Therefore, it is possible to improve the responsiveness to the input of maneuvering while suppressing the impact when the second clutch 30 is engaged.

When the traveling mode is the HV mode (S3: HV), since the engine 13 is powering, the CPU 71 skips the processing from S4 to S6 and executes the processing from S7 to S11. This completes the switching from the HV mode to the power HV mode.

When the traveling mode is the power EV mode (S3: power EV), the CPU 71 uses the detection result of the vehicle speed sensor 85 to determine whether the vehicle speed is equal to or higher than the minimum speed (S12). The minimum speed is the minimum vehicle speed at which the engine 13 does not stop when the output member 27 is connected to the engine 13. When the vehicle speed is less than the minimum speed (S12: No), the rotation speed of the second rotary electric machine 12 is increased to increase the vehicle speed (S15), and this process is terminated. Thereby, when the power EV mode is switched to the power HV mode and the output member 27 is connected to the engine 13, the engine 13 can be prevented from stopping.

When the vehicle speed is equal to or higher than the minimum speed (S12: Yes), the CPU 71 turns on the switching device 60 (S13). The second clutch 30 is connected by the process of S13, but since the first clutch 16 fixes the input member 14 and the carrier 22 to the case 15, the second clutch 30 has a second clutch 30 with respect to the second member 50. 1 The member 31 rotates relative to the second direction (counter-arrow F direction) (see FIG. 5A). Therefore, the second clutch 30 is in a slipped state that allows relative rotation between the second member 50 and the first member 31.

When the CPU 71 starts the engine 13 (S14) and increases the rotation speed of the engine 13 (S10), the first member 31 rotates relative to the second member 50 in the first direction (arrow F direction), and the second member is second. The clutch 30 is engaged (see FIG. 5B). The first rotary electric machine 11 is turned on (S11), and this process is terminated. As described above, it is possible to switch from the EV mode, the power EV mode, and the HV mode to the power EV mode.

The second embodiment and the third embodiment will be described with reference to FIGS. 10 (a) and 10 (b). In the first embodiment, a case where the second clutch 30 transmits / disconnects power between the carrier 22 and the ring gear 23 has been described. On the other hand, in the vehicle drive device 100 according to the second embodiment, the second clutch 30 transmits and disengages power between the sun gear 21 and the ring gear 23, and the vehicle drive device 101 according to the third embodiment is , The second clutch 30 transmits / disconnects power between the sun gear 21 and the carrier 22. The same parts as those described in the first embodiment are designated by the same reference numerals, and the following description will be omitted.

10 (a) is a skeleton diagram of the vehicle drive device 100 according to the second embodiment, and FIG. 10 (b) is a skeleton diagram of the vehicle drive device 101 according to the third embodiment. In the vehicle drive devices 100 and 101, since the second clutch 30 connects any two of the rotating elements of the differential device 20, the same operation and effect as in the first embodiment can be realized.

Although the present invention has been described above based on the embodiments, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It is easy to guess. For example, the number and shape of the first engaging element 40 and the second engaging element 43 and the number and shape of the second hole 52 are examples and can be set as appropriate.

In the embodiment, the case where the second clutch 30 is a two-way clutch including the first engaging element 40 and the second engaging element 43 has been described, but the present invention is not limited to this. Of course, it is possible to omit the second engaging element 43 and use the second clutch 30 as a one-way clutch.

In the embodiment, the case where the torsion coil spring is used for the second clutch 30 as the compression spring 46 has been described, but the present invention is not limited to this. Of course, it is possible to use other compression springs such as compression coil springs instead of torsion coil springs.

In the embodiment, the switching device 60 for making the torque can be transmitted by using the actuator 64 has been described, but the present invention is not limited to this. The switching device 60 can appropriately set a known mechanism.

Although the case where the switching device 60 of the embodiment regulates the swing of the first engaging element 40 and the second engaging element 43 via the ring 61 and the pin 62 has been described, the present invention is not limited to this. By omitting the ring 61 and changing the shape of the tip of the pin 62 and the shapes of the first engaging element and the second engaging element, it is possible to regulate the swing of the first engaging element and the second engaging element via the pin. Of course it is possible. Further, instead of the pin or ring, it is naturally possible to provide a plate-shaped shutter or the like that prevents the first engaging element or the second engaging element from entering the second hole 52, and use it as a part of the switching device. Is.

In the embodiment, the case where the actuator 64 of the switching device 60 generates a force in the axial direction to engage and disengage the second clutch 30 has been described, but the present invention is not limited to this. The direction of the force of the actuator 64 can be appropriately set according to the mechanism for engaging and disengaging the second clutch 30.

In the embodiment, the case where the first engaging element 40 and the second engaging element 43 have the same shape has been described, but the present invention is not limited to this. Of course, it is possible that the length, width, and thickness of the first engaging element 40 and the second engaging element 43 are different from each other.

In the embodiment, the differential device 20 including one set of gear units (three rotating elements) has been described as an example, but the present invention is not limited to this. Of course, it is possible to combine a plurality of sets of gear units to form a differential device having four or more rotating elements. Hereinafter, an example of a plurality of sets of gear units will be described as a first gear unit and a second gear unit.

The first gear unit includes a first sun gear, a first pinion that meshes with the first sun gear, a first ring gear that meshes with the first pinion, and a first carrier that rotatably supports the first pinion. The second gear unit includes a second sun gear, a second pinion that meshes with the second sun gear, a second ring gear that meshes with the second pinion, and a second carrier that rotatably supports the second pinion. The first carrier and the second sun gear are connected to form one rotating element (hereinafter referred to as "first rotating element"). The first ring gear and the second carrier are connected to form another rotating element (hereinafter referred to as "second rotating element"). The engine 13 is connected to the first carrier and the second sun gear (first rotating element). The output member 27 is connected to the first ring gear and the second carrier (second rotating element). The first rotating electric machine 11 is connected to the second ring gear (third rotating element). The second rotating electric machine 12 is connected to the first sun gear (fourth rotating element). A differential with two sets of gear units has four rotating elements.

In this case, any two rotating elements other than connecting the second rotating element connected to the output member 27 and the fourth rotating element connected to the second rotating electric machine 12 are connected to the second clutch 30. Can be made to. Further, by providing the switching device 60 for switching between the state in which the second clutch 30 is disengaged and the state in which the second clutch 30 is connected, it is possible to realize the same effect as the effect described in the embodiment.

In the embodiment, the differential device 20 has been described by exemplifying the planetary gear device, but the present invention is not limited to this. Of course, it is possible to use a planetary roller device that transmits power by using traction instead of the planetary gear device. By using the planetary roller device as the differential device 20, vibration and noise can be further reduced and backlash can be eliminated.

In the embodiment, the case where the one-way clutch is used for the first clutch 16 has been described, but the present invention is not limited to this. A meshing clutch such as a dog clutch, a friction clutch, or the like is used for the first clutch 16, and a control signal from the main control unit 70 allows the first clutch 16 to rotate the input member 14 forward and regulates the reverse rotation of the input member 14. Of course it is possible to do.

10,100,101 Vehicle drive device 11 1st rotary electric machine 12 2nd rotary electric machine 13 Engine 14 Input member 16 1st clutch 20 Differential device 21 Sun gear (rotating element)
22 Carrier (rotating element)
23 Ring gear (rotating element)
27 Output member 29 Wheel 30 2nd clutch 31 1st member 32 1st surface 33 1st hole 34 Edge 40 1st engager 50 2nd member 52 2nd hole 53 Edge 60 Switching device O axis

Claims (3)

The input member connected to the engine and
The first clutch that connects and disconnects the power of the input member,
The output member connected to the wheel and
A differential device having a rotating element connected to the input member, a rotating element connected to the first rotating electric machine, the output member and a rotating element connected to the second rotating electric machine, and the like.
A second clutch that connects any two of the rotating elements,
A switching device for switching between a state in which the second clutch is disengaged and a state in which the second clutch is engaged is provided.
The second clutch includes a first engaging element that can be engaged when the relative rotation direction of the two rotating elements is the first direction.
A second engager that can be engaged when the relative rotation direction of the two rotating elements is the second direction opposite to the first direction.
A retainer that interferes with the second engager and makes the second engager unable to engage is provided.
When the second clutch is engaged by the switching device, the second clutch allows the relative rotation by the retainer when the relative rotation direction of the two rotating elements is the second direction, and the two clutches are allowed to rotate. When the relative rotation direction of the rotating elements is the first direction, they are connected by the first engager .
After the second clutch is engaged , the retainer does not interfere with the first engager, and the second engager engages when the relative rotation directions of the two rotating elements are in the second direction. The two rotating elements are a vehicle drive device that rotates integrally. The two rotating elements to which the second clutch is engaged have one driven side driven by the engine and the other driven side.
The vehicle drive device according to claim 1, wherein the second clutch is connected when the rotation speed of the rotating element on the driving side becomes higher than the rotation speed of the rotating element on the driven side. The second clutch includes a first member having a first surface that intersects the axis of the differential device.
A second member having a first surface and a second surface facing in the direction of the axis is provided.
In the first member, a plurality of first holes are formed on the circumference centered on the axis of the first surface.
The first engaging element is swingably arranged in each of the first holes.
In the second member, a plurality of second holes are formed on the circumference centered on the axis of the second surface.
The vehicle drive device according to claim 1 or 2, wherein when the second clutch is engaged, the first engaging element engages with the edge portion of the first hole and the edge portion of the second hole, respectively.

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