JP2019127049A - Drive unit for automobile - Google Patents

Abstract

To provide a drive unit for a hybrid vehicle, which includes a planetary gear group and two motor generators and which can increase power transmission efficiency during running at high speed by enabling high-load driving from a low speed range.SOLUTION: A planetary gear group 14 includes at least four rotary members. Speed shafts of the respective rotary members are arranged on a common velocity diagram along a transverse axis in accordance with gear ratios. When the speed shafts are defined as a first member, a second member, a third member, and a fourth member in the order from an end along the horizontal axis, the first member 22 is connected to a first 1M/G60 and connectable to an input shaft 10, the second member 28, 34 is connected to an output shaft 12, the third member 24, 38 is fixable to a stationary portion 46 and connectable to the input shaft 10, and the fourth member 32 is connected to a second 2M/G62. The first member is configured by a first drive gear 29 connected to the first 1M/G60 and a second drive gear 22 connected to the input shaft 10.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a drive device for an automobile, and relates to a drive device for a so-called hybrid vehicle provided with an internal combustion engine (engine) and a motor generator (hereinafter referred to as "M / G") as power sources.

  Conventionally, as this type of automobile drive device, an example using a planetary gear that divides input torque and two M / Gs (for example, Patent Document 1) is known.

JP, 2014-201280, A

In the above-described conventional drive system for an automobile, an electric CVT (E-CVT) capable of stepless shifting is simple in structure and mechanical shift operation is not required. Since it is difficult to drive with a large engine output when the shaft rotation speed / output shaft rotation speed is large), a large capacity M / G is required to secure driving force at high loads, and conversely the gear ratio is It is necessary to reversely rotate the sun gear of the planetary gear when traveling at a small high speed. In this case, there is a problem that electric power circulation occurs and power transmission efficiency is lowered. Therefore, if the large capacity M / G is set to satisfy the former, the latter is further deteriorated.
Therefore, there are problems in achieving both acceleration performance at low speed traveling and fuel consumption at high speed traveling.

The problem to be solved is that high load driving is difficult when the gear ratio is large, and the power transmission efficiency when the gear ratio is small is low.
An object of the present invention is to enable high-load driving in a low speed region without using a large-capacity M / G, while maintaining high power transmission efficiency in high-speed traveling.

  The automotive drive system of the present invention comprises an engine, an input shaft capable of receiving power from the engine, an output shaft, a first motor generator, a second motor generator, and an input shaft and an output shaft. And a planetary gear group for converting the rotational speed of the input shaft to the rotational speed of the output shaft, the planetary gear group having at least four rotating members, and the rotational speed of each rotating member is geometrically On the common speed diagram, the speed axes representing each rotary member are arranged along the horizontal axis from one end to the other at intervals according to the gear ratio of the planetary gear group, The first member is connected to the first motor generator and connectable to the input shaft, and the second member is the first member, the second member, the third member, and the fourth member in order from the end of the second member. Out Connected to the shaft, the third member can be fixed to the stationary part and the input shaft can be connected, and the fourth member can be connected to the second motor generator and fixed to the stationary part, the first member Is composed of a first drive gear connected to the first motor / generator and a second drive gear connected to the input shaft.

  The drive system for an automobile according to the present invention ensures acceleration performance in the low speed range without using a large capacity M / G, obtains high power transmission efficiency in the high speed range, and travels with excellent fuel efficiency as a whole. Can do.

It is the skeleton figure which showed the principal part of the drive device for motor vehicles based on Example 1 of this invention. FIG. 6 is a diagram showing an operation table of Example 1; FIG. 5 is a common speed diagram of the automotive drive system according to the first embodiment. FIG. 6 is a skeleton diagram showing a main part of an automobile drive device according to a second embodiment. FIG. 7 is a common speed diagram of the automotive drive system according to the second embodiment.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an automobile drive device according to an embodiment of the present invention will be described with reference to the drawings based on examples.

FIG. 1 is a skeleton diagram of the main part of the automobile drive device according to the first embodiment of the present invention, in which the upper half of the shaft center of the input shaft 10 to be described later is drawn.
The automobile drive apparatus according to the first embodiment is connected to the engine 1 as a power source, and is provided on the input shaft 10 connected to the crankshaft of the engine 1 and on the axially opposite side coaxially with the input shaft 10 The output shaft 12 is provided.
The output shaft 12 drives the wheels of the vehicle via a differential (not shown) or the like.
Between the input shaft 10 and the output shaft 12, a planetary gear group 14 composed of two planetary gear sets of a first planetary gear set 20 and a second planetary gear set 30 is arranged.
Both the first planetary gear set 20 and the second planetary gear set 30 are generally called single pinion types, but they have slightly different configurations.

In other words, the first planetary gear set 20 includes a first carrier that rotatably supports a first sun gear 22, a first ring gear 24, and a plurality of first pinions 26 that mesh with the first sun gear 22 and the first ring gear 24. 28 and the first drive sun gear 29 meshed with the first pinion 26. The second planetary gear set 30 includes a second sun gear 32, a second ring gear 34, a second sun gear 32, and a second sun gear 32. It is comprised by three rotation elements with the 2nd carrier 38 which pivotally supports the several 2nd pinion 36 meshed | engaged with the 2 ring gear 34 rotatably.
That is, the axial length of the first pinion 26 is about twice that of the first sun gear 22, and the first pinion 26 meshes with both the first sun gear 22 and the first driving sun gear 29.

Next, the connection relationship between each of the rotating elements and the other rotating members will be described.
The first sun gear 22 and the first driving sun gear 29 constitute a first rotating member of the present invention, and the first driving sun gear 29 constitutes a first driving gear of the present invention to form a rotor 60a of the first M / G 60. The first sun gear 22 constitutes a second drive gear according to the present invention and can be connected to the input shaft 10 through a first clutch 42.
The first M / G 60 stator 60 b is fixed to the case (stationary portion) 46.
The first carrier 28 and the second ring gear 34 connected to each other constitute a second rotating member of the present invention, and are connected to the output shaft 12.

The first ring gear 24 and the second carrier 38 connected to each other constitute a third rotating member of the present invention, and can be fixed to the case 46 by the first brake 44, and with the input shaft 10 via the second clutch 48. It is connectable.
The 2nd sun gear 32 comprises the 4th rotation member of the present invention, and is connected with rotor 62a of the 2nd M / G62.

The rotor 62 a of the second M / G 62 can be connected to the input shaft 10 via the sleeve 64.
That is, the sleeve 64 is integral with the hub 10a integral with the input shaft 10 in the rotational direction, but is movable in the axial direction and is moved in the axial direction by a shift fork (not shown).
A spline (not shown) is formed inside the sleeve 64. When the sleeve 64 in the neutral position in FIG. 1 moves to the right, the spline engages a dog tooth 62c integral with the rotor 62a.
The stator 62 b of the second M / G 62 is fixed to the case 46.

  The first M / G 60 and the second M / G 62 have both functions of driving as a motor and power generation as a generator. Further, by stopping the first M / G 60 and the second M / G 62, the rotating member connected thereto can be fixed to the case 46.

Next, the operation of the automotive drive system shown in FIG. 1 will be described with reference to the operation table shown in FIG. 2 and the common speed diagram shown in FIG.
In the operation table of FIG. 2, each driving mode according to each traveling mode to be described is assigned to the vertical direction, and the gear ratio, the fastening elements such as the clutch, the brake, and the sleeve, and two M / G is assigned respectively.
That is, the first clutch 42 is “C-1”, the second clutch 48 is “C-2”, the first brake 44 is “B-1”, the sleeve 64 is “S”, and the first M / G 60 is “M /”. "G1" and the second M / G 62 are "M / G2". Further, the x mark represents fastening or engagement, and (x) represents that it is not involved in driving in the mode even when fastened. In M / G, “G” represents power generation, “D” represents drive, and “S” represents stop.

Here, although the common velocity diagram shown in FIG. 3 is well known, the outline will be described.
In the common velocity diagram, the longitudinal direction represents the rotational speed of each rotating member when the rotational speed of the input shaft 10 is 1, and the lateral direction represents the first planetary gear set 20 and the second planetary gear set 30, The rotational members are allocated and arranged at intervals according to the respective gear ratio (the number of teeth of the sun gear / the number of teeth of the ring gear) ρ, and the speed axis is drawn by vertical lines for each of the rotational members. Since the first drive sun gear 29 has the same number of teeth as the first sun gear 22, the gear ratio is also the same as that of the first sun gear.

The symbols written above each speed axis in the common speed diagram are M1 for the first rotating member, M2 for the second rotating member, S for the sun gear, R for the ring gear, C for the carrier, and subsequent numbers. 1 and 2 represent the symbols of the planetary gears to which they belong, respectively. The first planetary gear set 20 is represented by 1 and the second planetary gear set 30 is represented by 2. For example, S1, R1 and C1 represent the first sun gear 22, respectively. The first ring gear 24 and the first carrier 28 are shown.
Here, the gear ratio ρ of each planetary gear set used to draw the common speed diagram is a case where the first planetary gear set 20 is ρ1 and the second planetary gear set 30 is ρ2, and hereinafter, Calculation of the ratio will also be explained based on it.
The first drive sun gear 29 has the same number of teeth as the first sun gear 22 and the same tooth number ratio with respect to the first ring gear 24, so that the speed axes are combined.

In the common velocity diagram, the longitudinal position of the intersection of the vertical line representing each rotation member and the velocity line (thick line) represents the rotation velocity of each rotation member.
Therefore, the rotational speed of the output shaft 12 is the longitudinal position of the point of intersection of the vertical line indicated by M2 and the speed line drawn together with “1st” or the like by a thick line, and the rotational speed 1 of the input shaft 10 And the ratio of V. and V. can be calculated geometrically from the common velocity diagram.

In addition, although illustration is abbreviate | omitted, in order to operate this, the drive device for motor vehicles shown in FIG. 1 is equipped with a battery, a hydraulic pump, various sensors, a controller, an inverter, a shift lever, an actuator, etc. as needed. The following operations are performed based on the instructions of the controller.
In the following description, the rotation in the same direction as the rotation direction of the engine 1 is defined as "forward rotation", and the reverse rotation is defined as "reverse rotation".

The vehicle drive apparatus shown in FIG. 1 is a well-known general four-stage automatic motor, which is also referred to as a step AT, except for the first M / G 60 and the first drive sun gear 29 and the second M / G 62 connected thereto. It has basically the same configuration as the transmission.
Then, including the first M / G 60 and the second M / G 62, the “step drive mode” having a gear position, the “EV mode” in which the engine 1 is stopped, the “hybrid” by the engine 1, the first M / G 60 and the second M / G 62 Mode (HV mode) drive.

First, in the step drive mode, as shown in the operation table shown in FIG. 2, each gear ratio represented by the speed line shown in the common speed diagram of FIG. obtain.
Here, on the velocity diagram of FIG. 3, the distance between the respective rotating members in the horizontal axis direction is, for example, when ρ1 is 0.375 and ρ2 is 0.600, the distance between the first member and the second member is When an interval is 1, it is 0.375 between the second member and the third member, and 0.625 between the third member and the fourth member.
Then, when the transmission ratio is expressed together with the calculation formula based on the above ρ1 and ρ2, it is as follows.
1st speed (1st): (1 + 11) /ρ1=3.667
2nd gear (2nd): {ρ1 (1 + ρ2) + ρ2} / ρ1 (1 + ρ2) = 2.000
Third gear (3rd): 1.400 (P-1b mode described later)
4th speed (4th): 1
5th gear (5th): 0.790 (P-2 mode described later)
6th gear (6th): 1 / (1 + ρ2) = 0.625
Reverse (R): −1 / ρ 2 = −1.667

These gear ratios are values when driving from the engine 1 by engaging or engaging any of the first clutch 42, the second clutch 48, and the sleeve 64.
The third speed and the fifth speed are driving in the HV mode, which will be described later, and the speed ratio can be arbitrarily set. However, the speed ratio shown in FIG. I have drawn a line.
In addition, although 1st and 4th gear are written so that 1st M / G 60 and 2nd M / G 62 do not drive and generate electricity, power generation is performed while driving not only 1st and 4th but these batteries. It is also possible to charge, or to add power from the battery to add to the drive of the engine 1.
Although the first M / G 60 generates power at the second and fifth speeds in the operation table, this means that power is generated to maintain the second M / G 62 at rest.

Subsequently, the drive in the EV mode will be described in which the first clutch 42 and the second clutch 48 are released and the first M / G 60 and the second M / G 62 are used as power sources regardless of the power of the engine 1.
At first, E-1 is a mode in which the first brake 44 is engaged and the first M / G 60 is driven, and its gear ratio (rotational speed of the first M / G 60) / (rotational speed of the output shaft 12) is 1 above. It is the same as speed. It is also possible to drive the second M / G 62 in reverse rotation at this E-1, and in that case the transmission ratio (rotational speed of the second M / G 62) / (rotational speed of the output shaft 12) It is the same. Therefore, E-1 can be driven by one or both of the first M / G 60 and the second M / G 62.

  Next, E-2a is a mode in which the first M / G 60 is stopped and the first driving sun gear 29 is fixed, and the second M / G 62 is driven, and the gear ratio is 1 + ρ1 + ρ1 / ρ2, as described above. The gear ratio is 2.000. In this E-2a, if the first clutch 42 is engaged, it is easy and smooth to start the engine 1 by the first M / G 60 and subsequently to shift to P-1a or P-1b, which is generally Suitable for a fresh start.

  Further, E-2b is a mode in which the second M / G 62 is stopped to fix the second sun gear 32, and the first M / G 60 is driven, and the transmission gear ratio is the same as that of the above-mentioned second gear. When the sleeve 64 is engaged, the E-1b is suitable for reverse start by driving the first M / G 60 by reverse rotation as in the case of E-2a.

  Next, E-3 is a mode in which both the first M / G 60 and the second M / G 62 are driven, and the rotational speed of the first M / G 60 and the second M / G 62 can be freely controlled regardless of the rotational speed of the output shaft 12 can do. Therefore, there is no specific gear ratio, and for example, it is possible to drive the first M / G 60 and the second M / G 62 at the same rotational speed.

Next, driving in the HV mode as E-CVT using the engine 1 as a power source will be described. The HV mode is a well-known drive generally called a parallel type, and three types of drive, P-1a, P-1b, and P-2, are possible.
First, P-1a and P-1b are driving in which the first clutch 42 is engaged, and one of the first M / G 60 and the second M / G 62 is driven by a part of the power of the engine 1 to generate electric power. Supply the other to drive. Therefore, the output shaft 12 is driven by the torque of the portion of the power of the engine 1 that is not used for power generation and the other torque.

That is, when the rotation speed of the output shaft 12 is 0 (zero) or very low, when the engine 1 drives the first sun gear 22, the second M / G 62 rotates in the reverse direction to generate power, and the power is the first M / G 60. P-1a which is supplied to drive the first driving sun gear 29.
Then, when the rotational speed of the output shaft 12 increases and the second M / G 62 rotates forward, a part of the torque for driving the first sun gear 22 by the engine 1 causes the first M / G 62 via the first drive sun gear 29. G60 generates power, and the power is supplied to the second M / G 62 to become P-1b that drives the second sun gear 32.

P-1b is capable of driving in the step drive mode from the second speed to the sixth speed and beyond the sixth speed with a stepless transmission ratio, and at the above-described three-speed transmission ratio 1.400, the full power of the engine 1 is achieved. The first M / G 60 and the second M / G 62 may have a capacity of about 30% of the power of one of the engines.
Note that the switch from P-1a to P-1b is when the rotation speed of the second M / G 62 is 0, which is the second speed in the above-described step drive mode.

Next, P-2 is a drive in which the second clutch 48 is engaged, and the second M / G 62 generates electric power as part of the motive power of the engine 1 and supplies the electric power to the first M / G 60 to drive it. Therefore, the output shaft 12 is driven by the torque of the portion of the power of the engine 1 that is not used for driving the second M / G 62 and the torque of the first M / G 60.
P-2 can be driven steplessly in the range from the 3rd speed to the 6th speed in the step drive mode, but the 5th speed gear ratio of 0.790 is driven at P-2. The capacity of the first M / G 60 and the second M / G 62 necessary in this case is sufficient for the capacity shown in the description of P-1.
In addition, switching from P-1b to P-2 switches the first clutch 42 and the second clutch 48, but when both are temporarily engaged, switching to the step drive mode through the fourth speed is performed. Become.

  The HV mode is all the same in that one of the first M / G 60 and the second M / G 62 generates electric power as part of the motive power of the engine 1 and supplies the electric power to the other for driving, and P-1 b and Since P-2 regions overlap each other, the optimum drive mode is selected and driven in consideration of power transmission efficiency and controllability of drive mode switching.

  The above description is for the case of driving the output shaft 12 from the engine 1, the first M / G 60, and the second M / G 62 of the power source, but it is also possible to drive these power sources from the output shaft 12 side. Therefore, when the first M / G 60 and the second M / G 62 are caused to generate electric power when the vehicle is braked and the battery is charged, so-called energy regeneration occurs.

Although the above is description of each drive mode, it controls as follows in concrete driving | running | working.
First, when the first clutch 42 is engaged to cause the first M / G 60 to rotate positively, the engine 1 can be started by rotating the engine 1 via the first sun gear 22. Further, when the vehicle moves backward, it can be started by the second M / G 62 by engaging the sleeve 64.
Of course, when restarting the engine 1 stopped during forward traveling, it is possible to engage the first clutch 42 or the second clutch 48 and drive the engine 1 from the output shaft 12 side to start it. is there.

Next, the start from the stop state of the car starts at E-2a in the above-mentioned EV mode. In the case of a sudden start, the first brake 44 is engaged to start at E-1, and when the engine 1 is started, the first brake 44 is released to shift to E-2a, and E-2a is described. Thus, it is possible to switch from start up to P-1a or P-1b.
After the engine 1 is started, the above-described drive modes are appropriately switched to travel according to the traveling conditions.
In particular, when driving with the full power of the engine 1 in a low speed range, it can be driven in the step drive mode described above.

The above is the operation of the first embodiment. In the first embodiment, the following effects can be obtained.
As described above, the first to sixth speeds in the step drive mode driven by the engine 1 have the same function as a general automatic transmission, and as described above, are the same as the automatic transmission with four forward gears. A suitable gear ratio of substantially 6 steps can be obtained with the gear train. In addition, since the second sun gear 32 is fixed by using the second M / G 62, there is an advantage that the number of brakes is smaller than that of the automatic transmission having four forward gears.
And since it acts as E-CVT substantially from the start to the sixth speed, it is possible to perform seamless switching including the step drive mode, and there is no worry of so-called shift shock, and mode switching control is easy.

In addition, even if the capacity (output) of the first M / G 60 and the second M / G 62 is about 30% of the maximum output of the engine 1, drive the automobile with full power of the engine 1 in each gear of step drive mode. Can. That is, high-load operation in a large gear ratio range of 1st speed, 2nd speed, and 3rd speed is possible without using a large capacity M / G.
Particularly in the first and second gears, in addition to the power of the engine 1, the battery power can be used to accelerate and climb up the slope by the first M / G 60.

  Therefore, the first M / G 60 and the second M / G 62 are set with priority given to the overall fuel efficiency, and in the case of low load or medium load, drive as E-CVT in EV mode or HV mode and accelerate If it is necessary, powerful driving using the first speed, second speed, third speed, etc. of the step drive mode can be performed.

Further, the transmission gear ratio of the sixth speed at which the second sun gear 32 is stopped is a sufficiently small value as compared with the conventional example, and even in the transmission ratio area where the electric power circulation occurs in the conventional example, traveling is avoided. It contributes to the improvement of fuel efficiency especially at high speed cruise.
Further, since the EV mode E-3 can be driven by both the first M / G 60 and the second M / G 62, when applied to a plug-in hybrid vehicle, the first M / G 60 and the second M / G 62 having the above-described degree can be used. Even in the capacity, high-speed travel is possible in the EV mode.

  In the configuration shown in FIG. 1, since the input shaft 10 and the output shaft 12 are at the same axial center and opposite to each other in the axial direction, the FR vehicle that arranges the engine 1 at the front of the vehicle and drives the rear wheel It is also suitable for a midship vehicle in which the engine 1 is disposed at the rear of the vehicle.

Next, an automotive drive system according to a second embodiment of the present invention will be described.
FIG. 4 is a skeleton diagram of the main part of the automotive drive system according to the second embodiment of the present invention.
Here, parts different from the first embodiment will be mainly described, and substantially the same parts as the first embodiment will be assigned the same reference numerals and descriptions thereof will be omitted.

The difference from the first embodiment in the second embodiment is the configuration of the first planetary gear 20.
That is, the first pinion 26 has a first gear 26a that meshes with the first sun gear 22, and a second gear 26b that meshes with the first drive sun gear 29, and the first gear 26a is larger than the second gear 26b. The number of teeth is set, and the number of teeth of the first sun gear 22 is inevitably smaller than that of the first drive sun gear 29.
Specifically, the gear ratio ρ1a of the first sun gear 22 is 0.270 with respect to the first ring gear 24, while the first drive sun gear 29 is the first gear 26a and the second gear 26b of the first pinion 26. The gear ratio ρ1b is set to 0.400 for the first ring gear 24 in consideration of the gear ratio of.
The other configuration is the same as that of the first embodiment, so the description will be omitted.

Next, the operation of the second embodiment will be described with reference to the common velocity diagram shown in FIG. Here too, the same parts as in the first embodiment will not be described.
As seen in the common velocity diagram, the first member (M1) has two velocity axes S1 and S1b, S1 representing the first sun gear 22 and S1 b representing the first drive sun gear 29 respectively. However, in both cases, the first member is branched.

First, the shift in the step drive mode will be described.
As shown in the common speed diagram, the second embodiment has a forward gear ratio of 8 steps in the step drive mode. Hereinafter, the gear ratios of first to eighth gears and reverse gear will be described.
That is, the first speed (1st) is the same calculation formula (1 + ρ1a) / ρ1a as in the first embodiment, and is 4.704 in the above-mentioned tooth number ratio.
The second speed (2nd) is a shift in P-1a in the HV mode, and the speed ratio can be arbitrarily set, but is set to 3.310 in consideration of the relationship with the subsequent third speed ratio.
The third speed (3rd) is the same calculation formula {ρ1a (1 + ρ2) + ρ2} / ρ1a (1 + ρ2) as the second speed in the first embodiment, and is 2.389 in the above-mentioned tooth number ratio.
The fourth gear (4th) and the fifth gear (5th) are gear shifts at P-1b in the HV mode, and although the gear ratio can be set arbitrarily, considering the relationship with the gear ratio of the sixth gear, the fourth gear is At 1.730, the fifth gear was at 1.300.
When the fifth speed is driven by the engine 1 with full power, the capacities of the first M / G 60 and the second M / G 62 may be about 46% of the maximum output of the engine 1, respectively.
The sixth gear (6th) is a direct connection with a gear ratio of 1.
The seventh speed (7th) is a shift in P-2 in the HV mode, and the speed ratio can be arbitrarily set, but is set to 0.790 in consideration of the relationship with the subsequent eighth speed ratio.
The eighth speed (8th) is 1 / (1 + ρ2), which is the same as the sixth speed of Example 1, and is 0.625 in the above-described gear ratio.
Moreover, reverse (R) is -1 / (rho) 2 similar to Example 1, and it is -1.667 in above-mentioned gear ratio.

Although the detailed description is omitted, since the gear ratio of the first drive sun gear 29 is larger than that of the first sun gear 22, the rotation speed of the first sun gear 22 and the rotation speed of the first drive sun gear 29 are different. The absolute value of the rotational speed of the first M / G 60 is slightly lower than that of the first sun gear 22 at any gear ratio.
P-1b can be driven at a stepless speed ratio in the step drive mode from the 3rd speed to the 8th speed and beyond the 8th speed, and the P-2 is also a stepless speed range from the 5th speed to the 8th speed. It can be driven at a gear ratio of

Next, in the EV mode, E-1 has a gear ratio of driving from the first M / G 60 of (1 + ρ1b) / ρ1b, and the above gear ratio is 3.500. Also, the drive from the second M / G is the same gear ratio as reverse.
Further, it is preferable to drive the E-2a in a state in which the engine 1 is stopped and the first clutch 42 is engaged as in the first embodiment, so that the first M / G 60 and the second M / G are positively rotated. To drive.
E-2b stops 2nd M / G62 similarly to Example 1, and drives by 1st M / G60.

The second embodiment has the following merits in addition to the effects described in the first embodiment.
That is, although the configuration is substantially the same as that of the first embodiment, eight forward drive steps can be performed, and the acceleration performance and the fuel consumption can be further enhanced.
Further, since the gear ratio of the first drive sun gear 29 is made larger than that of the first sun gear 22, the rotation speed of the first M / G 60 can be prevented from becoming too high.

As described above, the automobile drive device of the present invention has a feature that it is possible to achieve both fuel efficiency in the high speed range and acceleration performance in the low speed range.
In each embodiment, in the above-mentioned step drive mode, the transmission has been described as having a forward gear ratio of 6 or 8 gear ratios, but this number of gear ratios applies to the gear ratio region in parallel mode. Can be set arbitrarily.
Further, the above configuration is similarly established as long as at least four rotating members are provided even if other gear trains used in a general automatic transmission other than the gear train shown in FIG. 1 are provided. be able to.

  The drive system for an automobile according to the present invention adopts a type in which the first clutch 42 and the second clutch 48 are dry clutches, and the first brake 44 uses conical friction based on the general knowledge of those skilled in the art. It can implement in the aspect united with devices, such as.

  The driving apparatus for an automobile according to the present invention can be applied to a passenger car, a commercial vehicle, etc. which are required to reduce the environmental load, in particular, with emphasis on traveling costs, but the invention is not limited thereto and utilizes an internal combustion engine and a motor generator. It can be applied to various vehicles.

DESCRIPTION OF SYMBOLS 1 Engine 10 Input shaft 12 Output shaft 14 Planetary gear group 20 1st planetary gear set 30 2nd planetary gear set 42 1st clutch 44 1st brake 46 Case (stationary part)
48 Second clutch 50 Second brake 60 First motor / generator 62 Second motor / generator 64 Sleeve

Claims (3)

With the engine,
An input shaft capable of receiving power from the engine;
An output shaft;
With the first motor generator,
With a second motor generator,
A planetary gear group provided between the input shaft and the output shaft and converting the rotational speed of the input shaft into the rotational speed of the output shaft;
The planetary gear group has at least four rotating members, and a velocity axis representing each of the rotating members is represented on a common velocity diagram geometrically representing the rotational velocity of each of the rotating members. When arranged along the horizontal axis from one end to the other at intervals according to the gear ratio, and from the one end to the first member, the second member, the third member, the fourth member ,
Coupling the first member to the first motor generator and to the input shaft;
Coupling the second member to the output shaft;
The third member can be fixed to a stationary portion and can be connected to the input shaft,
The fourth member can be connected to the second motor / generator and fixed to the stationary part,
A driving device for an automobile, wherein the first member comprises two, a first drive gear connected to the first motor generator and a second drive gear connected to the input shaft.   A first carrier rotatably supporting a first sun gear, a first ring gear, a first pinion engaged with the first sun gear and the first ring gear, and a first drive engaged with the first pinion; A first planetary gear set consisting of four rotating elements of a sun gear and a second planetary gear set consisting of three rotating elements of the second sun gear, second ring gear and second carrier, said first 1 drive sun gear constitutes the first drive gear, the first sun gear constitutes the second drive gear, and the first carrier and the second ring gear connected to each other constitute the second rotary member, 2. The connected first ring gear and the second carrier constitute the third rotating member, and the second sun gear constitutes the fourth rotating member. Automotive drive apparatus according. The first pinion includes a first gear that meshes with the first sun gear and a second gear that meshes with the first drive sun gear, and the number of teeth of the first drive sun gear is greater than the number of teeth of the first sun gear. An automotive drive system according to claim 2, characterized in that:

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