JP2012091784A - Hybrid vehicle drive apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle drive apparatus that can execute an electric operation mode in which travelling is executed by a motor in a state that an operation of an internal combustion engine is being stopped, and a regeneration operation mode in which the motor is functioned as an electric generator while suppressing transmission loss of power.SOLUTION: The drive apparatus 2A includes an engaging type clutch 18 that switches an engagement state that blocks rotation in both directions of a transmission shaft 4 for transmitting power outputted from the internal combustion engine 3, and a disengagement state that allows the rotation in both directions of the transmission shaft 4. The drive apparatus switches the engaging type clutch 18 into the engagement state in the electric operation mode and regeneration operation mode, and into the disengagement state in an engine travelling mode, respectively.

Description

  The present invention relates to a drive device for a hybrid vehicle that can be switched to a plurality of travel modes.

  As is well known, a hybrid vehicle is a vehicle that includes an internal combustion engine as a driving force source for traveling, and also includes an electric motor or a motor / generator as another driving force source for traveling. The hybrid vehicle operates the internal combustion engine in as efficient a manner as possible while compensating for excess or deficiency of the driving force or engine braking force with another driving force source and regenerating energy when the vehicle decelerates or the like. Thus, it is configured to prevent the deterioration of the emission of the internal combustion engine and improve the fuel efficiency.

  As a drive device applied to such a hybrid vehicle, the rotation output from the internal combustion engine is input to a power distribution mechanism configured as a planetary gear mechanism in a state where the rotation is limited in one direction by a one-way clutch, and the internal combustion engine There is known a vehicle that travels only with an electric motor connected to a power distribution mechanism in a state in which the operation is stopped (Patent Document 1).

JP 2000-52793 A

  The drive device of Patent Document 1 can rotate in a direction that the one-way clutch allows even when the operation of the internal combustion engine is stopped. For this reason, when the vehicle is driven only by the electric motor, the internal combustion engine is rotated by the differential of the power distribution mechanism, so that power transmission loss occurs. In addition, when the vehicle speed is high, especially in the case of regeneration in which the electric motor functions as a generator, the internal combustion engine is rotated by the differential limitation of the power distribution mechanism, so that a power transmission loss is generated and sufficient. There is a possibility that regenerative power cannot be obtained.

  Accordingly, the present invention provides a hybrid vehicle drive device capable of executing an electric travel mode in which an electric motor travels while the operation of an internal combustion engine is stopped and a regenerative travel mode in which the motor functions as a generator while suppressing transmission loss of power. The purpose is to provide.

  The drive device of the present invention has a transmission shaft that transmits power output from the internal combustion engine, a first electric motor, an output shaft that outputs power to the drive wheels, and three rotating elements that are differentially rotatable with respect to each other. A power distribution mechanism in which the transmission shaft, the first electric motor, and the output shaft are connected to each of these three rotating elements, and a transmission that decelerates and outputs the input rotation, and is connected to the output shaft. A second electric motor configured to output power to the drive wheels using power output from at least one of the first motor and the second motor in a state where the operation of the internal combustion engine is stopped. Travel mode, regenerative travel mode in which at least one of the first motor and the second motor functions as a generator, and engine travel in which power is output to the drive wheels using power output from the internal combustion engine In the hybrid vehicle drive device configured to selectively execute the mode, a first state is switched between an engagement state allowing transmission of power from the internal combustion engine to the transmission shaft and a release state prohibiting transmission thereof. 1 clutch, engagement state in which the two rotating elements selected from the three rotating elements are coupled to each other so that the three rotating elements of the power distribution mechanism rotate integrally, and the coupling of the two rotating elements are released. The above-described problem is solved by further including a second clutch that switches between the released state and the released state.

  According to the drive device of the present invention, the power transmission path to the output shaft can be changed by appropriately selecting the engagement state and the disengagement state of the two clutches. A driving mode can be selected.

  In one aspect of the drive device of the present invention, travel mode control means for switching the first clutch to the disengaged state and the second clutch to the engaged state in the electric travel mode and the regenerative travel mode, respectively. It may be further provided (claim 2). The electric travel mode and the regenerative travel mode are performed in a state where power transmission from the internal combustion engine to the transmission shaft is interrupted by the first clutch, and the three rotation elements of the power distribution mechanism rotate integrally by the second clutch. Therefore, power transmission loss can be suppressed. Thereby, the maximum driving force in the electric travel mode and the maximum regenerative force in the regenerative travel mode are improved. Further, since power transmission loss can be suppressed, the power consumption of the electric motor can be reduced and the travel distance of the vehicle in the electric travel mode can be increased.

  In this aspect, in the engine traveling mode, the first clutch may be switched to the engaged state, and the second clutch may be switched to the released state. In this case, the power of the internal combustion engine is transmitted to the output shaft via the power distribution mechanism, and an engine traveling mode using the power of the internal combustion engine can be realized.

  In one aspect of the drive device of the present invention, an operation member that receives a predetermined operation reflecting the driver's intention to select the electric travel mode, and whether or not the operation amount of the driver with respect to the accelerator pedal exceeds a predetermined amount. Detecting means for detecting the engine travel mode, and the travel mode control means is configured to prohibit execution of the engine travel mode when the operation member receives the predetermined operation during execution of the engine travel mode. When the first clutch is switched from the engaged state to the disengaged state, the second clutch is switched from the disengaged state to the engaged state, and when the execution of the engine travel mode is prohibited, the operation amount is The first clutch is moved from the disengaged state to the engaged state so that the prohibition is released when the detecting means detects that the predetermined amount is exceeded. May be switched each said second clutch to the released state from the engagement state (claim 4). According to this aspect, the execution of the engine travel mode is prohibited in accordance with the driver's operation on the operation member. Therefore, the switching means is not switched to the engaged state without the driver's intention. In other words, since the driver who operated the operation member expects the switching, there is a level at which the driver feels uncomfortable with negative phenomena such as mechanical shock and loss of driving force that can occur with the switching. Go down. Therefore, the design freedom of the switching unit can be expanded. In addition, since the prohibition of the engine travel mode is canceled when the amount of operation with respect to the accelerator pedal exceeds a predetermined amount, it is possible to quickly switch to the engine travel mode when a large driving force is required, such as in an emergency. it can.

  In one aspect of the driving apparatus of the present invention, the first electric motor includes a rotor arranged coaxially with the transmission shaft and so as to form a space between the transmission shaft and an outer periphery of the rotor. And the first clutch and the second clutch may be disposed in the space (claim 5). According to this aspect, since the first clutch and the second clutch are efficiently arranged, an increase in the size of the drive device in the direction away from the internal combustion engine can be suppressed. Thereby, the vehicle mounting property of a drive device improves.

  As described above, according to the present invention, since the internal combustion engine is not rotated in the electric travel mode or the regenerative travel mode, power transmission loss can be suppressed. Thereby, the maximum driving force in the electric travel mode and the regenerative force in the regenerative travel mode can be improved.

The figure which showed the outline of the vehicle to which the drive device which concerns on the 1st reference example with respect to embodiment of this invention was applied. The fragmentary sectional view which shows the detail of the meshing type clutch of FIG. The flowchart which shows an example of the control routine which the control apparatus which concerns on a 1st reference example performs. The alignment chart when the meshing clutch is switched to the engaged state. The figure which showed the outline of the vehicle to which the drive device which concerns on a 2nd reference example was applied. The figure which showed the outline of the vehicle to which the drive device which concerns on the 1st form of this invention was applied. The flowchart which shows an example of the control routine which the control apparatus which concerns on a 1st form performs. The collinear diagram when the first clutch is switched to the released state and the second clutch is switched to the engaged state. The figure which showed the outline of the vehicle to which the drive device which concerns on a 2nd form was applied. The flowchart which shows an example of the control routine which the control apparatus which concerns on a 2nd form performs.

(First reference example)
Before describing the embodiment of the present invention, first, a reference example having portions common to the embodiment of the present invention will be described. FIG. 1 shows an outline of a vehicle to which a drive device according to a first reference example for the embodiment of the present invention is applied. As shown in this figure, the vehicle 1 is configured as a so-called hybrid vehicle. The vehicle 1 is provided with a drive device 2A for traveling. The drive device 2A has a transmission shaft 4 for transmitting power output from the internal combustion engine 3, and a first motor generator as a first electric motor. 5, an output shaft 6 that outputs power to the drive wheel 10, and three rotating elements that can rotate differentially with each other, and each of these three rotating elements has a transmission shaft 4, a first motor generator 5, and A power distribution mechanism 7 to which the output shaft 6 is connected and a second motor / generator 8 as a second electric motor connected to the output shaft 6 through a transmission 9 are provided. The first motor / generator 5, the power distribution mechanism 7 and the second motor / generator 8 are arranged in the order of the first motor / generator 5, the power distribution mechanism 7 and the second motor / generator 8 in the direction away from the internal combustion engine 3. It is accommodated in the casing 12.

  The internal combustion engine 3 is configured as a spark ignition type multi-cylinder internal combustion engine. The power of the internal combustion engine 3 is output to the transmission shaft 4 via a crankshaft (not shown). The 1st motor generator 5 is comprised so that the function as an electric motor and the function as a generator may be produced. A battery 11 is electrically connected to the first motor / generator 5 via an inverter (not shown), and the output torque or regenerative torque of the first motor / generator 5 is appropriately set by controlling the inverter. It has become. The first motor / generator 5 includes a rotor 5a provided coaxially with the transmission shaft 4 and a stator 5b positioned on the outer peripheral side of the rotor 5a. The stator 5b is fixed to the casing 12 so as not to rotate. A known oil pump 13 for supplying lubricating oil to each part of the driving device 2A is arranged on the inner peripheral side of the stator 5b. The oil pump 13 is driven by the power transmitted by the transmission shaft 4.

  The second motor / generator 8 has the same configuration as the first motor / generator 5. That is, the second motor / generator 8 has a rotor 8a provided coaxially with the transmission shaft 4 and a stator 8b fixed to the casing 12 so as to be positioned on the outer peripheral side of the rotor 8a. ing. The second motor / generator 8 is electrically connected to a battery 11 via an inverter (not shown).

  The power distribution mechanism 7 is configured as a planetary gear mechanism. That is, the power distribution mechanism 7 rotates a sun gear S1 that is an external gear, a ring gear R1 that is an internal gear coaxially arranged with respect to the sun gear S1, and a pinion 15 that meshes with these gears S1 and R1. It is a well-known gear mechanism that has a carrier C1 that is held so as to be capable of revolving, and that generates a differential action between these three rotating elements. In this reference example, the transmission shaft 4 is connected to the carrier C1, the rotor 5a of the first motor / generator 5 is connected to the sun gear S1, and the output shaft 6 is connected to the ring gear R1.

  The transmission 9 is configured as a planetary gear mechanism, and includes a sun gear S2 that is an external gear, a ring gear R2 that is an internal gear disposed coaxially with the sun gear S2, and these gears S2, R2. And a carrier C2 that holds the pinion 16 meshing with the pinion 16 so as to rotate and revolve freely. A rotor 8a of the second motor / generator 8 is connected to the sun gear S2 of the transmission 9, and the carrier C2 is fixed to the casing 12 so as not to rotate. Ring gear R2 is mutually connected so that it can rotate integrally with ring gear R1 of power distribution mechanism 7. As a result, the output torque of the second motor / generator 8 is adjusted to the output shaft 6 via the transmission 9.

  The driving device 2A is provided with a meshing clutch 18 as switching means for switching between an engaged state that prevents rotation of the transmission shaft 4 in both directions and a released state that allows the rotation. FIG. 2 is a partial sectional view showing details of the meshing clutch 18. As shown in FIGS. 1 and 2, the meshing clutch 18 includes a first meshing member 19 provided so as to rotate integrally with the transmission shaft 4, a second meshing member 20 capable of meshing with the first meshing member 19, and And a support member 21 that supports the second meshing member 20 so as not to rotate around the axis Ax1 of the transmission shaft 4 and to move in the direction of the axis Ax1. The meshing clutch 18 is switched to the engaged state by meshing the first meshing member 19 and the second meshing member 20, and switched to the released state by separating the first meshing member 19 and the second meshing member 20. Can do. FIG. 2 shows the released state of the meshing clutch 18.

  The meshing clutch 18 includes a clutch assembly 22 by combining a second meshing member 20 and a support member 21. The clutch assembly 22 is detachably attached to a rear end of the casing 12, that is, one end far from the internal combustion engine 3 via a fastening member 23 such as a bolt. The clutch assembly 22 includes a biasing member 24 such as a coil spring that biases the second meshing member 20 in a direction away from the first meshing member 19, and the second meshing member 20 against the biasing member 24. A solenoid 25 that moves in a direction approaching the one meshing member 19 is incorporated. A drive circuit (not shown) is electrically connected to the solenoid 25. When the solenoid 25 is energized through the drive circuit, the solenoid 25 is switched to the engaged state. To switch to the released state.

  As shown in FIG. 1, the operation of the meshing clutch 18 is controlled by a control device 30 provided to properly control the operating state of the drive device 2 </ b> A and the internal combustion engine 3. The control device 30 is configured as a computer including a microprocessor (not shown) and peripheral devices such as RAM and ROM necessary for its operation. The control device 30 includes a crank angle sensor 31 that outputs a signal corresponding to the rotational speed of the internal combustion engine 3, a vehicle speed sensor 32 that outputs a signal corresponding to the vehicle speed of the vehicle 1, and an operation amount (depression amount) of the accelerator pedal 27. Signals from various sensors such as an accelerator position sensor 33 that outputs a corresponding signal are input. The control device 30 controls the operations of the internal combustion engine 3, the first motor generator 5, the second motor generator 8, and the meshing clutch 18 in conjunction with each other according to a predetermined program while referring to signals from various sensors. Thus, the electric travel mode, the regenerative travel mode, and the engine travel mode are selectively executed. These travel modes are well known and will not be described in detail, but the electric travel mode is output from at least one of the first motor / generator 5 and the second motor / generator 8 with the operation of the internal combustion engine 3 stopped. The regenerative travel mode is a travel mode in which at least one of the first motor / generator 5 and the second motor / generator 8 functions as a generator. The engine travel mode is a travel mode in which power is output to the drive wheels 10 using the power output from the internal combustion engine 3.

  FIG. 3 is a flowchart illustrating an example of a control routine executed by the control device 30 according to the first reference example. The program of this routine is stored in advance in the ROM of the control device 30, and is read out in a timely manner and repeatedly executed at predetermined intervals. First, in step S1, the control device 30 acquires operation parameters necessary for controlling the vehicle 1 by referring to signals from various sensors. The operation parameters acquired by the control device 30 include engine speed, vehicle speed, accelerator opening, and the like. Next, in step S2, an appropriate travel mode for the operation parameter acquired in step S1 is selected from the electric travel mode, the regenerative travel mode, and the engine travel mode. Next, in step S3, it is determined whether or not either the electric travel mode or the regenerative travel mode is selected. If the determination is affirmative, the process proceeds to step S4. If the determination is negative, the process proceeds to step S7.

  In step S4, the internal combustion engine 3 is stopped, and in the subsequent step S5, the meshing clutch 18 is switched to the engaged state. Thereby, the rotation of the transmission shaft 4 in both directions is prevented. Next, in step S6, the operations of the first motor / generator 5 and the second motor generator 8 are controlled, and the current routine is terminated.

  FIG. 4 shows an example of an alignment chart when the meshing clutch 18 is switched to the engaged state. In this figure, “MG1” indicates the first motor / generator 5, “Eng” indicates the internal combustion engine 3, and “MG2” indicates the second motor / generator 8. The arrow in the figure indicates the direction of the torque. Show. As is apparent from this figure, when the meshing clutch 18 is switched to the engaged state, the rotational speed of the transmission shaft 4 becomes 0 when the operation of the internal combustion engine 3 is stopped, and the first motor / generator 5 and The power of each of the second motor / generator 8 is output to the output shaft 6 and the drive wheels 10 are rotationally driven. In the regenerative travel mode, the direction of the arrow in the figure is the opposite direction.

  Returning to FIG. 3, in step S7, the internal combustion engine 3 is properly operated, and in step S8, the meshing clutch 18 is switched to the released state. In step S9, the operations of the first motor / generator 5 and the second motor / generator 8 are controlled, and the current routine is terminated.

  When the electric travel mode and the regenerative travel mode are executed by executing the routine of FIG. 3, the meshing clutch 18 is switched to the engaged state and rotation of the transmission shaft 4 in both directions is prevented. Therefore, it is possible to avoid rotating the internal combustion engine 3 whose operation has been stopped in the electric travel mode or the regenerative travel mode. Thereby, since transmission loss of power can be suppressed, the maximum driving force in the electric travel mode and the regenerative force in the regenerative travel mode can be improved.

  Further, according to the drive device 2A, since the clutch assembly 22 of the meshing clutch 18 can be attached to and detached from one end of the casing 12, maintenance is facilitated. Furthermore, since the oil pump 13 is disposed on the inner peripheral side of the stator 5b of the first motor / generator 5, an increase in the size of the drive device 2A in the direction away from the internal combustion engine 3 can be suppressed. Thereby, the vehicle mountability of the drive device 2A is improved.

(Second reference example)
Next, a second reference example for the embodiment of the present invention will be described with reference to FIG. FIG. 5 shows an outline of a vehicle to which the drive device according to the second reference example is applied. In the following, the same components as those in the first reference example are denoted by the same reference numerals in FIG. As shown in FIG. 5, the drive device 2B of the second reference example is different from the first reference example in the arrangement of the oil pump 41 and the arrangement of the meshing clutch 42. That is, the oil pump 41 of the drive device 2B is connected to one end of the transmission shaft 4 that is remote from the internal combustion engine 3 and is driven by the power transmitted to the transmission shaft 4. The meshing clutch 42 is arranged on the inner peripheral side of the stator 5 b of the first motor / generator 5. The meshing clutch 42 meshes with the first meshing member 43 connected to the carrier C <b> 1 that rotates integrally with the transmission shaft 4, the second meshing member 44 that can mesh with the first meshing member 43, and the second meshing member 44. And a third meshing member 45 fixed to the casing 12.

  Although not shown in detail, the meshing clutch 42 is a solenoid that moves the second meshing member 44 in a direction approaching the first meshing member 43 (third meshing member 45), as in the first reference example. A biasing member that biases the second meshing member 44 in a direction away from the first meshing member 43 is provided, and when the solenoid is energized, the first meshing member 43 and the second meshing member 44 mesh with each other. When the state is switched to the engaged state and the energization is cut off, the biasing member switches to the released state in which the first engagement member 43 and the second engagement member 44 are separated.

  The control of FIG. 3 can be applied to the control for the driving device 2B. In other words, the operation of the driving device 2B is controlled by the control device 30, and the meshing clutch 42 is switched to the engaged state in the electric traveling mode and the regenerative traveling mode, and the meshing clutch in the engine traveling mode. 42 is switched to the released state. As a result, the driving device 2B can achieve the same effect as that of the first reference example.

(First form)
Next, the driving apparatus according to the first embodiment of the present invention will be described with reference to FIGS. FIG. 6 shows an outline of a vehicle to which the drive device according to the first embodiment is applied. In the following, the same reference numerals are given to the same components as those in the first reference example or the second reference example, and the description thereof is omitted. As shown in FIG. 6, the drive device 2 </ b> C includes a first clutch 51 that switches between an engagement state that allows transmission of power from the internal combustion engine 3 to the transmission shaft 4 and a release state that prohibits transmission, and a power distribution mechanism. 7 is switched between an engaged state in which the sun gear S1 and the carrier C1 are coupled, and a released state in which the coupling is released so that the three rotational elements 7, that is, the sun gear S1, the ring gear R1, and the carrier C1 rotate integrally. And a clutch 52. Although not shown in detail, these clutches 51 and 52 are configured as, for example, meshing clutches, and a pair of meshing clutches can be used as two clutches.

  The rotor 5 a of the first motor / generator 5 is arranged coaxially with the transmission shaft 4, and a space SP is formed between the rotor 5 a and the transmission shaft 4. Each of the first clutch 51 and the second clutch 52 is disposed in the space SP. Thereby, since these clutches 51 and 52 will be arrange | positioned efficiently, the dimension increase of the drive device 2C regarding the direction away from the internal combustion engine 3 can be suppressed. Therefore, the vehicle mountability of the drive device 2C is improved.

  Each operation of the first clutch 51 and the second clutch 52 is controlled by the control device 30. FIG. 7 is a flowchart illustrating an example of a control routine executed by the control device 30 according to the first embodiment. The program of this routine is stored in advance in the ROM of the control device 30, and is read out in a timely manner and repeatedly executed at predetermined intervals. First, in step S11, the control device 30 acquires operation parameters necessary for controlling the vehicle 1 by referring to signals from various sensors. The operation parameters acquired by the control device 30 include engine speed, vehicle speed, accelerator opening, and the like. Next, in step S12, an appropriate travel mode for the operation parameter acquired in step S11 is selected from the electric travel mode, the regenerative travel mode, and the engine travel mode. Next, in step S13, it is determined whether or not either the electric travel mode or the regenerative travel mode is selected. If the determination is affirmative, the process proceeds to step S14. If the determination is negative, the process proceeds to step S17.

  In step S14, the internal combustion engine 3 is stopped, and in the subsequent step S15, the first clutch 51 is switched to the released state and the second clutch 52 is switched to the engaged state. As a result, transmission of power from the internal combustion engine 3 to the transmission shaft 4 is prohibited, and at the same time, the rotating elements S1, R1, and C1 of the power distribution mechanism 7 rotate integrally. Next, in step S16, the respective operations of the first motor / generator 5 and the second motor generator 8 are controlled, and the current routine is terminated.

  FIG. 8 shows an example of a collinear diagram when the first clutch 51 is switched to the released state and the second clutch 52 is switched to the engaged state. In this figure, “MG1” indicates the first motor / generator 5, “Eng” indicates the internal combustion engine 3, and “MG2” indicates the second motor / generator 8. The arrow in the figure indicates the direction of the torque. Show. As is clear from this figure, the power transmission of the internal combustion engine 3 is interrupted by switching the first clutch 51 to the disengaged state, and the power of each of the first motor / generator 5 and the second motor / generator 8 is output to the output shaft. 6 and the drive wheel 10 is rotationally driven. In the regenerative travel mode, the direction of the arrow in the figure is the opposite direction.

  Returning to FIG. 7, in step S17, the internal combustion engine 3 is appropriately operated, and in the subsequent step S18, the first clutch 51 is switched to the engaged state and the second clutch 52 is switched to the released state. In step S19, the operations of the first motor / generator 5 and the second motor / generator 8 are controlled, and the current routine is terminated.

  When the electric travel mode and the regenerative travel mode are executed by executing the routine of FIG. 7, power transmission from the internal combustion engine 3 to the transmission shaft 4 is interrupted by the first clutch 51, and the second clutch 52 is Thus, since the three rotary elements S1, R1, and C1 of the power distribution mechanism 7 rotate integrally, power transmission loss can be suppressed. Thereby, the maximum driving force in the electric travel mode and the maximum regenerative force in the regenerative travel mode are improved. Moreover, since power transmission loss can be suppressed, the power consumption of the electric motor can be reduced and the travel distance of the vehicle 1 in the electric travel mode can be increased.

(Second form)
Next, a second embodiment of the present invention will be described with reference to FIGS. The second embodiment has a main feature in the control of the driving device, and can be applied instead of the control in the first embodiment and each reference example described above. Here, the case where it applies to the drive device 2A of FIG. 1 is demonstrated. As shown in FIG. 9, the vehicle 1 is provided with an electric travel mode switch 61 as an operation member, and the electric travel mode switch 61 is electrically connected to the control device 30. The electric travel mode switch 61 is configured to be able to be switched between ON and OFF, and is switched on by the driver when the driver of the vehicle 1 desires the electric travel mode. That is, the electric travel mode switch 61 can accept an ON operation as a predetermined operation that reflects the driver's intention to select the electric travel mode. When the electric driving mode switch 61 is turned on by the driver, the electric driving mode is selected in principle, and the engine driving mode is prohibited from being executed. The regenerative travel mode is selected as necessary when the electric travel mode switch 61 is turned on.

  FIG. 10 is a flowchart showing an example of a control routine executed by the control device 30 according to the second embodiment. The program of this routine is stored in advance in the ROM of the control device 30, and is read out in a timely manner and repeatedly executed at predetermined intervals. First, in step S21, the control device 30 acquires operation parameters necessary for controlling the vehicle 1 by referring to signals from various sensors. The operation parameters acquired by the control device 30 include engine speed, vehicle speed, accelerator opening, and the like. Next, in step S22, it is determined whether or not the electric travel mode switch 61 has been turned ON. If it has been turned ON, the process proceeds to step S23, and if not, the process proceeds to step S27.

  In step S23, it is determined whether or not the depression amount of the accelerator pedal 27 exceeds a predetermined amount. The amount of depression of the accelerator pedal 27 is obtained from the output signal of the accelerator position sensor 33 as the detecting means in step S21. If the amount of depression does not exceed the predetermined amount, the process proceeds to step S24 to stop the operation of the internal combustion engine 3 to execute the electric travel mode, and the meshing clutch 18 is switched to the engaged state in the subsequent step S25. Thereby, the rotation of the transmission shaft 4 in both directions is prevented. Next, in step S26, the operations of the first motor / generator 5 and the second motor generator 8 are controlled, and the current routine is terminated.

  On the other hand, in step S27, the internal combustion engine 3 is operated appropriately, and in the following step S28, the meshing clutch 18 is switched to the released state. In step S29, the operations of the first motor / generator 5 and the second motor / generator 8 are controlled, and the current routine is terminated.

  When the electric travel mode switch 61 is turned on by executing the routine of FIG. 10, the electric travel mode is executed. In other words, when the electric travel mode switch 61 is turned on, execution of the engine travel mode is prohibited. Therefore, the meshing clutch 18 is not switched to the engaged state without the driver's intention. That is, since the driver who operated the electric travel mode switch 61 expects the switching, the driver is uncomfortable with negative phenomena such as mechanical shocks and loss of driving force that may occur with the switching. The feeling level goes down. Therefore, the design freedom of the meshing clutch 18 can be expanded. Further, in step S23, the prohibition of the engine travel mode is canceled when the depression amount of the accelerator pedal 27 exceeds a predetermined amount, so that the engine travels promptly when a large driving force is required, such as in an emergency. You can switch to the mode.

  When the second embodiment is applied to the drive device 2C in FIG. 5, in step S25 in FIG. 10, the first clutch 51 is changed from the engaged state to the released state, and the second clutch 52 is changed from the released state to the engaged state. At the same time, in step S28, the first clutch 51 is switched from the released state to the engaged state, and the second clutch 52 is switched from the engaged state to the released state.

  In each of the above embodiments, the control device 30 functions as a travel mode control unit according to the present invention by executing the control routines of FIGS. 7 and 10. However, the present invention is not limited to the above embodiments, and can be implemented in various forms within the scope of the gist of the present invention. For example, each driving device described above may further include an external charging device (not shown) that connects the battery 11 and an external power source (not shown) to charge the battery 11. In this case, the vehicle 1 is configured as a so-called plug-in hybrid vehicle. Since each driving device described above can increase the maximum driving force and the traveling distance in the electric travel mode, when the external charging device is provided, the frequency of selecting the engine travel mode is relatively reduced, and the electric travel mode It becomes easier to make the subject. That is, it can be said that each drive device described above is suitable for a plug-in hybrid vehicle.

  In addition, the configurations of the power distribution mechanism 7 and the transmission 9 described above are merely examples, and it is possible to change them to another form that is mechanically equivalent. In addition, the connection relationship of the power distribution mechanism 7 with respect to the rotating elements can be changed to another form. Furthermore, the configuration of these with a planetary gear mechanism is merely an example, and for example, these may be replaced with a planetary roller mechanism having a friction wheel (roller) that is not a gear as a rotating element.

  The above-described configurations of the meshing clutches 18 and 42, the first clutch 51, and the second clutch 52 are merely examples, and these clutches can be replaced with known clutches such as wet or dry clutches. is there.

2A to 2C Driving device 3 Internal combustion engine 4 Transmission shaft 5 First motor / generator (first electric motor)
5a Rotor 5b Stator 6 Output shaft 7 Power distribution mechanism 8 Second motor / generator (second motor)
9 Transmission 10 Drive wheel 11 Battery 12 Casing 13 Oil pump 18 Engagement type clutch (switching means)
DESCRIPTION OF SYMBOLS 19 1st meshing member 20 2nd meshing member 21 Support member 22 Clutch assembly 27 Accelerator pedal 30 Control apparatus (travel mode control means)
33 Accelerator position sensor (detection means)
42 meshing clutch (switching means)
43 1st meshing member 44 2nd meshing member 51 1st clutch 52 2nd clutch 61 Electric travel mode switch (operation member)
S1 Sun Gear R1 Ring Gear C1 Carrier SP Space

Claims (5)

The transmission shaft that transmits the power output from the internal combustion engine, the first electric motor, the output shaft that outputs the power to the drive wheels, and three rotating elements that can rotate differentially with each other. A power distribution mechanism to which the transmission shaft, the first electric motor, and the output shaft are respectively connected, and a second electric motor connected to the output shaft via a transmission that decelerates and outputs the input rotation. An electric travel mode in which power is output to the drive wheels using power output from at least one of the first electric motor and the second electric motor in a state where the operation of the internal combustion engine is stopped; and A regenerative travel mode in which at least one of the electric motor and the second electric motor functions as a generator and an engine travel mode in which power is output to the drive wheels using the power output from the internal combustion engine are selectively implemented. The drive device for possible-configured hybrid vehicle,
A first clutch that switches between an engagement state allowing transmission of power from the internal combustion engine to the transmission shaft and a disengagement state prohibiting transmission; and the three rotation elements of the power distribution mechanism rotate integrally. A hybrid comprising: a second clutch that switches between an engagement state in which two rotation elements selected from three rotation elements are coupled to each other and a release state in which the coupling between the two rotation elements is released. Car drive device.   2. The hybrid vehicle according to claim 1, further comprising travel mode control means for switching the first clutch to the disengaged state and the second clutch to the engaged state in the electric travel mode and the regenerative travel mode, respectively. Drive device.   3. The drive device for a hybrid vehicle according to claim 2, wherein the travel mode control unit switches the first clutch to the engaged state and the second clutch to the disengaged state in the engine travel mode. An operation member that receives a predetermined operation in which the driver's intention to select the electric travel mode is reflected; and a detection unit that detects whether the operation amount of the driver with respect to the accelerator pedal exceeds a predetermined amount;
The travel mode control means sets the first clutch from the engaged state so that execution of the engine travel mode is prohibited when the operation member receives the predetermined operation during execution of the engine travel mode. The detecting means switches the second clutch from the disengaged state to the engaged state to the disengaged state, and the operation amount exceeds a predetermined amount when execution of the engine travel mode is prohibited. 4. The first clutch is switched from the disengaged state to the engaged state, and the second clutch is switched from the engaged state to the disengaged state, respectively, so that the prohibition is released when detected. Hybrid vehicle drive system. The first electric motor has a rotor arranged coaxially with the transmission shaft and so as to form a space between the transmission shaft, and a stator arranged on the outer peripheral side of the rotor,
Each of the said 1st clutch and the said 2nd clutch is a drive device of the hybrid vehicle as described in any one of Claims 1-4 arrange | positioned in the said space.

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