Power output device

Abstract

To make a device compact although a speed reduction rate of a motor can be set larger than that of an engine.SOLUTION: A power output device 1 comprises an engine 2, a planetary gear mechanism 10, a motor MG capable of generating electricity, and an electronic control unit 70 controlling the whole power output device 1. The planetary gear mechanism 10 connects a sun gear 10s to a spindle RS of a motor MG, supports a ring gear 10r on a case 90 through a brake B1, and connects a carrier 10c to a crank shaft 2a of the engine 2 through a clutch C1 and the carrier 10c to an output shaft OS through a clutch C2. Further, the spindle RS of the motor MG is connected to the output shaft OS through a clutch C3. In this constitution, the brake B1 and the clutches C1, C2 and C3 engage with and disengage from each other to provide a forward first-speed stage, a forward second-speed stage and a reverse stage of an EV output mode and a forward first-speed stage and a forward second-speed stage of a hybrid output mode.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a power output device capable of outputting power to an output shaft. [Background technology]

[0002] Japanese Patent Application Laid-Open No. 2000-272361 (Patent Document 1) describes a power output device that is equipped with an engine having a crankshaft, an automatic transmission having an input shaft and an output shaft, a motor having a rotating shaft, an automatic clutch that can connect and disconnect the crankshaft of the engine and the input shaft of the automatic transmission, and a reducer that connects the rotating shaft of the motor and the input shaft of the automatic transmission, and is capable of outputting power to an output shaft.

[0003] In this power output device, the motor is connected to the automatic transmission via a reducer, so the reduction ratio of the motor can be set to be greater than that of the engine, amplifying the torque from the motor, thereby making it possible to reduce the size and cost of the motor. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2000-272361 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, the power output device described in the above publication requires a dedicated reducer to set the reduction ratio of the motor larger than that of the engine, which increases the size of the power output device by the amount of the reducer and leads to increased costs for the device as a whole. There is still room for improvement in terms of making the device more compact and reducing its costs.

[0006] The present invention has been made in consideration of the above, and has as its object to provide a power output device that can set the motor reduction ratio higher than the engine reduction ratio while still allowing the device to be made compact. [Means for solving the problem]

[0007] In order to achieve the above object, the power output apparatus of the present invention employs the following means.

[0008] According to a preferred embodiment of the power output device of the present invention, there is provided a power output device capable of outputting power to an output shaft. The power output device includes an engine having a crankshaft, a motor having a rotating shaft, a first planetary gear mechanism, a first clutch, a second clutch, a third clutch, and a first brake. The first planetary gear mechanism includes a first sun gear, a first ring gear arranged concentrically with the first sun gear, a plurality of first pinion gears meshing with the first sun gear and the first ring gear, and a first carrier supporting the plurality of first pinion gears so as to be rotatable and revolvable. The first clutch is capable of connecting and disconnecting the crankshaft and the first carrier. The second clutch is capable of connecting and disconnecting the first carrier and the output shaft. The third clutch is capable of connecting and disconnecting the rotating shaft and the output shaft. The first brake is capable of stopping and releasing the rotation of one of the first sun gear and the first ring gear. The rotating shaft is connected to the other of the first sun gear and the first ring gear.

[0009] According to the present invention, the reduction ratio from the motor to the output shaft can be made different from the reduction ratio from the engine to the output shaft without providing a dedicated reducer for the motor. In other words, the reduction ratio of the motor can be set to be greater than the reduction ratio of the engine without providing a dedicated reducer. This makes it possible to amplify the torque from the motor, thereby enabling the motor to be made smaller and the cost of the motor to be reduced.

[0010] According to a further embodiment of the power output device of the present invention, the power output device further includes a control unit that drives and controls the engine and the motor, and controls the first, second and third clutches and the first brake to be turned on and off. The control unit establishes a motor output mode in which power from the motor can be output to the output shaft by controlling the second clutch and the first brake to a first state in which the second clutch and the first brake are turned on and the first and third clutches are turned off, or a second state in which the second and third clutches are turned on and the first clutch and the first brake are turned off. The control unit establishes a hybrid output mode in which power from the engine and the motor can be output to the output shaft or power from the output shaft can be input to the motor by controlling the first clutch and the first brake to a fifth state in which the first clutch and the first brake are turned on and the second and third clutches are turned off.

[0011] According to this embodiment, with a simple configuration that only involves engaging and disengaging the first brake and the first, second and third clutches, different forward speed reduction ratios can be ensured in the motor output mode and the hybrid output mode.

[0012] According to a further embodiment of the power output device of the present invention, the power output device further includes a second planetary gear mechanism, a second brake, and a fourth clutch. The second planetary gear mechanism includes a second sun gear, a second ring gear arranged concentrically with the second sun gear, a plurality of second pinion gears meshing with the second sun gear and the second ring gear, and a second carrier supporting the second pinion gears so as to be able to rotate and revolve about their own axes. The second brake is capable of stopping and releasing the rotation of the second ring gear. The fourth clutch is capable of connecting and disconnecting the second carrier and the output shaft. The first sun gear is connected to the first brake. The rotating shaft is connected to the first ring gear.

[0013] According to this aspect, in addition to the first planetary gear having the first sign gear connected to the first brake and the first ring gear connected to the rotating shaft, the second planetary gear mechanism is further provided, the rotation of the second ring gear can be stopped and released by the second brake, and the second carrier can be connected and disconnected to the output shaft by the fourth clutch, so that the reduction ratio range that can be established in the hybrid output mode can be increased, thereby improving the fuel efficiency of the engine in the hybrid output mode.

[0014] According to a further aspect of the power output device of the present invention, the control unit realizes the motor output mode by executing control to turn on the second brake and turn off the fourth clutch in the first or second state, realizes a forward first-speed hybrid output mode by executing control to turn off the fourth clutch in the third state, realizes a forward second-speed hybrid output mode by executing control to turn off the fourth clutch in the fourth state, realizes a forward third-speed hybrid output mode by executing control to turn on the fourth clutch in the third state, realizes a forward fourth-speed hybrid output mode by executing control to turn on the fourth clutch in the fourth state, and realizes the charging mode by executing control to turn off the fourth clutch and the second brake in the fifth state.

[0015] According to this embodiment, in the motor output mode, two different forward speed reduction ratios can be realized, and in the hybrid output mode, four different forward speed reduction ratios can be realized, thereby achieving low fuel consumption of the engine in the hybrid output mode. Effect of the Invention

[0016] According to the present invention, the reduction ratio of the motor can be set to be greater than the reduction ratio of the engine, and yet the device can be made compact. [Brief description of the drawings]

[0017] [Figure 1]1 is a schematic diagram showing the outline of the configuration of a power output apparatus 1 according to an embodiment of the present invention. [Diagram 2] 1 is an operation table showing the relationship between each output mode (EV output mode, HV output mode, stationary charging mode) of the power output device 1 and the states of the brake B1 and the clutches C1, C2, C3. [Diagram 3] 2 is a collinear diagram showing the relationship between the rotation speeds of the respective rotating elements of the planetary gear mechanism 10. FIG. [Figure 4] FIG. 4 is a schematic diagram showing the configuration of a power output apparatus 100 according to a modified example. [Diagram 5] 4 is a collinear diagram showing the relationship between the rotation speeds of the respective rotating elements of the planetary gear mechanism 110. FIG. [Figure 6] FIG. 13 is a schematic diagram showing the outline of the configuration of a power output apparatus 200 according to a modified example. [Figure 7] 1 is an operation table showing the relationship between each output mode (EV output mode, HV output mode, stationary charging mode) of power output device 200 and the states of brakes B1, B2 and clutches C1, C2, C3, C4. [Figure 8] 4 is a collinear diagram showing the relationship between the rotation speeds of the respective rotating elements of the planetary gear mechanisms 110 and 210. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] Next, the best mode for carrying out the present invention will be described with reference to examples. EXAMPLES

[0019] As shown in Fig. 1, the power output device 1 according to this embodiment includes an engine 2, a planetary gear mechanism 10 connected to a crankshaft 2a serving as an output shaft of the engine 2 via a damper (not shown), a motor MG capable of generating electricity connected to the planetary gear mechanism 10, and an electronic control unit 70 for controlling the entire power output device 1. The output of the power output device 1 is output to the drive wheels Wf, Wf via a differential device Df. The power output device 1 includes a motor output mode (EV output mode) in which the output from the motor MG is transmitted to the drive wheels Wf, Wf without the operation of the engine 2, a hybrid output mode (HV output mode) in which the output from the engine 2 and the motor MG is transmitted to the drive wheels Wf, Wf, and a stop-time charging mode in which the motor MG is driven by the engine 2 when the vehicle is stopped to charge a battery 34 (described later). The stop-time charging mode is an example of an embodiment corresponding to the "charging mode" in the present invention.

[0020] The engine 2 is configured as an internal combustion engine that outputs power using gasoline, diesel, or the like as fuel. The operation of the engine 2 is controlled by an engine electronic control unit (hereinafter referred to as "engine ECU") 20. The engine ECU 20 has a microcomputer having a CPU, ROM, RAM, input / output ports, and communication ports (not shown). Signals from various sensors required for controlling the operation of the engine 2 are input to the engine ECU 20 from input ports. In addition, various control signals for controlling the operation of the engine 2 are output from the engine ECU 20 via output ports. The engine ECU 20 is connected to an electronic control unit 70 via a communication port.

[0021] As shown in Fig. 1, the planetary gear mechanism 10 has a sun gear 10s which is an external gear, a ring gear 10r which is an internal gear, a plurality of pinion gears 10p which mesh with the sun gear 10s and the ring gear 10r, and a carrier 10c which supports the plurality of pinion gears 10p so that they can rotate and revolve. In this embodiment, the planetary gear mechanism 10 is a single pinion type. The planetary gear mechanism 10 corresponds to the "first planetary gear mechanism" of the present invention, the sun gear 10s corresponds to the "first sun gear" of the present invention, the ring gear 10r corresponds to the "first ring gear" of the present invention, the pinion gear 10p corresponds to the "first pinion gear" of the present invention, and the carrier 10c corresponds to the "first carrier" of the present invention.

[0022] As shown in Fig. 1, the sun gear 10s is connected to a rotating shaft RS of a motor MG. The rotating shaft RS of the motor MG is connected to an output shaft OS via a clutch C3. The ring gear 10r is supported on a case 90 via a brake B1. The carrier 10c is connected to a crankshaft 2a of the engine 2 via a clutch C1, and is also connected to the output shaft OS via a clutch C2. The output shaft OS is connected to a differential device Df via a gear mechanism Gb.

[0023] The brake B1 fixes (connects) the ring gear 10r to the case 90 so as not to rotate, and releases the ring gear 10r to rotate freely relative to the case 90. The brake B1 is configured, for example, as a hydraulically driven band brake or a hydraulically driven multi-plate brake. The clutch C1 connects the carrier 10c to the crankshaft 2a and releases the connection between them. The clutch C2 connects the carrier 10c to the output shaft OS and releases the connection between them. The clutch C3 connects the rotating shaft RS of the motor MG to the output shaft OS and releases the connection between them. The clutches C1, C2, and C3 are each configured, for example, as a hydraulically driven multi-plate brake. The brake B1 and the clutches C1, C2, and C3 are operated by supplying and discharging hydraulic oil by a hydraulic control device (not shown). The hydraulic control device (not shown) is controlled by the electronic control unit 70. That is, the brake B1 and the clutches C1, C2, C3 are on / off controlled by the electronic control unit 70 via a hydraulic control device (not shown). The brake B1 corresponds to the "first brake" in the present invention, and the clutches C1, C2, C3 are an example of an embodiment corresponding to the "first clutch", "second clutch" and "third clutch" in the present invention, respectively.

[0024] Fig. 2 is an operation table showing the relationship between each output mode (EV output mode, HV output mode, stationary charging mode) of the power output device 1 and the states of the brake B1 and the clutches C1, C2, C3, and Fig. 3 is a collinear diagram showing the relationship between the rotation speeds of each rotating element (sun gear 10s, ring gear 10r, carrier 10c) of the planetary gear mechanism 10. In Fig. 3, "λ" is the gear ratio (number of teeth of sun gear 10s / number of teeth of ring gear 10r) of the planetary gear mechanism 10. In the collinear diagram of the planetary gear mechanism 10, the S-axis represents the rotation speed of the sun gear 10s, which is the rotation speed of the motor MG or the output shaft OS, the C-axis represents the rotation speed of the carrier 10c, which is the rotation speed of the engine 2 or the output shaft OS, and the R-axis represents the rotation speed of the ring gear 10r.

[0025] The planetary gear mechanism 10 establishes the first and second forward gears in the EV output mode, the first and second forward gears in the HV output mode, and the stop-time charging mode by engaging or disengaging (disengaging) the brake B1 and the clutches C1, C2, and C3 as shown in Fig. 2. Specifically, the first forward gear in the EV output mode is established by engaging the brake B1 and the clutch C2 and disengaging the clutches C1 and C3, and the second forward gear in the EV output mode is established by engaging the clutches C2 and C3 and disengaging the brake B1 and the clutch C1 (see Figs. 2 and 3). The first forward gear in the HV output mode is established by engaging the clutches C1, C2, and C3 and disengaging the brake B1, and the second forward gear in the HV output mode is established by engaging the brake B1 and the clutches C1 and C3 and disengaging the clutch C2 (see Figs. 2 and 3). Furthermore, the stop-time charging mode is established by engaging the brake B1 and clutch C1 and releasing the clutches C2 and C3 (see FIG. 2). The reverse gear is in the same state as the first forward gear in the EV output mode, that is, with the brake B1 and clutch C2 engaged and the clutches C1 and C3 released, the rotation direction of the rotary shaft RS of the motor MG is reversed from that of the first forward gear in the EV output mode. The state in which the brake B1 and the clutch C2 are engaged and the clutches C1 and C3 are released corresponds to the "first state" in the present invention, the state in which the clutches C2 and C3 are engaged and the brake B1 and the clutch C1 are released corresponds to the "second state" in the present invention, the state in which the clutches C1, C2, and C3 are engaged and the brake B1 is released corresponds to the "third state" in the present invention, the state in which the brake B1 and the clutches C1 and C3 are engaged and the clutch C2 is released corresponds to the "fourth state" in the present invention, and the state in which the brake B1 and the clutch C1 are engaged and the clutches C2 and C3 are released corresponds to the "fifth state" in the present invention. Also,

[0026] The motor MG is configured as, for example, a synchronous generator motor. As described above, the rotating shaft RS of the motor MG is connected to the sun gear 10s of the planetary gear mechanism 10 and is also connected to the output shaft OS via the clutch C3. The motor MG is connected to a battery 34 via an inverter 32. The inverter 32 is used to drive the motor MG. The motor MG is rotated by a motor electronic control unit (hereinafter referred to as "motor ECU") 30 controlling the switching of a plurality of switching elements (not shown) of the inverter 32.

[0027] The motor ECU 30 includes a microcomputer having a CPU, ROM, RAM, input / output ports, and communication ports (not shown). Signals from various sensors required for driving and controlling the motor MG are input to the motor ECU 30 via the input ports. In addition, the motor ECU 30 outputs switching control signals to a plurality of switching elements (not shown) of the inverter 32 via the output ports. The motor ECU 30 is connected to an electronic control unit 70 via the communication ports.

[0028] The electronic control unit 70 includes a microcomputer having a CPU, ROM, RAM, input / output ports, and communication ports (not shown). Signals from various sensors are input to the electronic control unit 70 via the input ports. Various control signals are output from the electronic control unit 70 via the output ports. Examples of signals output from the electronic control unit 70 include control signals to hydraulic control devices (brake B1 and clutches C1, C2, C3) (not shown). As described above, the electronic control unit 70 is connected to the engine ECU 20 and motor ECU 30 via the communication ports. The electronic control unit 70 is an example of an embodiment corresponding to the "control unit" in the present invention.

[0029] In the power output device 1 thus configured, in the EV output mode, basically, the electronic control unit 70 sets a driving torque required for driving (required for the drive wheels Wf, Wf) based on the accelerator opening and the vehicle speed, sets a torque command for the motor MG so that the set driving torque is output to the drive wheels Wf, Wf, and transmits the set torque command for the motor MG to the motor ECU 30. Upon receiving the torque command for the motor MG, the motor ECU 30 performs switching control of the multiple switching elements of the inverter 32 so that the motor MG is driven by the set torque command.

[0030] In the HV output mode, the electronic control unit 70 basically sets a running torque based on the accelerator opening and the vehicle speed, and calculates a running power required for running by multiplying the set running torque by the rotation speed of the drive wheels Wf, Wf. Next, the electronic control unit 70 calculates a target power of the engine 2 by subtracting the charge / discharge required power of the battery 34 (a positive value when discharging from the battery 34) from the running power, and sets a target rotation speed and target torque of the engine 2 and a torque command of the motor MG so that the calculated target power is output from the engine 2 and the running torque is output to the drive wheels Wf, Wf. Then, the electronic control unit 70 transmits the target rotation speed and target torque of the engine 2 to the engine ECU 20 and transmits a torque command of the motor MG to the motor ECU 30. When the engine ECU 20 receives the target rotation speed and target torque of the engine 2, it controls the operation of the engine 2 so that the engine 2 is operated based on the target rotation speed and target torque. The operation control of the engine 2 includes intake air amount control for controlling the opening of the throttle valve, fuel injection control for controlling the amount of fuel injected from the fuel injection valve, ignition control for controlling the ignition timing of the spark plug, etc. Note that the control of the inverter 32 by the motor ECU 30 has been described above and will not be described here.

[0031] According to the power output device 1 of the present embodiment described above, it is possible to provide the first forward gear, the second forward gear, and the reverse gear in the EV output mode, and the first forward gear and the second forward gear in the hybrid output mode, by engaging and disengaging the brake B1 and the clutches C1, C2, and C3. Moreover, different reduction ratios can be set for the first forward gear and the second forward gear in the EV output mode, and for the first forward gear and the second forward gear in the hybrid output mode. This makes it possible to amplify the torque from the motor MG without providing a dedicated reduction gear. As a result, it is possible to reduce the size and cost of the motor MG. Note that control is also simple, since only the brake B1 and the clutches C1, C2, and C3 are engaged and disengaged.

[0032] In the present embodiment, the sun gear 10s is connected to the rotating shaft RS of the motor MG, and the ring gear 10r is supported on the case 90 via the brake B1, and the ring gear 10r can be fixed (connected) to the case 90 so as not to rotate or released so as to rotate freely by the brake B1. However, the present invention is not limited to this. For example, as shown in a modified planetary gear mechanism 110 illustrated in FIG. 4, the sun gear 110s may be supported on the case 90 via the brake B1, and the ring gear 110r may be connected to the rotating shaft RS of the motor MG, and the sun gear 10s may be fixed (connected) to the case 90 so as not to rotate or released so as to rotate freely by the brake B1. The rotating shaft RS of the motor MG is connected to the output shaft OS via the clutch C3, as in the power output device 1 of the present embodiment described above, and the carrier 110c is connected to the crankshaft 2a of the engine 2 via the clutch C1 and to the output shaft OS via the clutch C2. The carrier 110c supports a plurality of pinion gears 110p meshing with the sun gear 110s and the ring gear 110r so as to be able to rotate and revolve freely. The planetary gear mechanism 110 corresponds to the "first planetary gear mechanism" of the present invention, the sun gear 110s corresponds to the "first sun gear" of the present invention, the ring gear 110r corresponds to the "first ring gear" of the present invention, the pinion gears 110p correspond to the "first pinion gear" of the present invention, and the carrier 110c is an example of an embodiment corresponding to the "first carrier" of the present invention.

[0033] In the power output device 100 having the planetary gear mechanism 110 of this modified example, the first forward gear in the EV output mode is also established by engaging the brake B1 and the clutch C2 and releasing the clutches C1 and C3, and the second forward gear in the EV output mode is established by engaging the clutches C2 and C3 and releasing the brake B1 and the clutch C1 (see FIGS. 2 and 5). The first forward gear in the HV output mode is established by engaging the clutches C1, C2, and C3 and releasing the brake B1, and the second forward gear in the HV output mode is established by engaging the brake B1 and the clutches C1 and C3 and releasing the clutch C2 (see FIGS. 2 and 5). The stop-time charge mode is also established by engaging the brake B1 and the clutch C1 and releasing the clutches C2 and C3 (see FIGS. 2 and 5). The reverse gear is established in the same state as the first forward gear in the EV output mode, i.e., with the brake B1 and clutch C2 engaged and the clutches C1 and C3 released, by rotating the rotating shaft RS of the motor MG in the opposite direction to the first forward gear.

[0034] In the present embodiment and the modified example described above, the power output apparatus 1,100 has one planetary gear mechanism 10, 110, but is not limited to this. For example, the power output apparatus 1,100 may have one or more other planetary gear mechanisms in addition to the planetary gear mechanism 10, 110. FIG. 6 is a schematic diagram showing an outline of the configuration of a modified power output apparatus 200 including the planetary gear mechanism 110 and a planetary gear mechanism 210. The modified power output apparatus 200 has the same configuration as the modified power output apparatus 100, except for having the planetary gear mechanism 210. The same components as those of the modified power output apparatus 100 are denoted by the same reference numerals, and their description will be omitted to avoid duplication.

[0035] As shown in Fig. 6, the planetary gear mechanism 210 has a sun gear 210s which is an external gear, a ring gear 210r which is an internal gear, a plurality of pinion gears 210p which mesh with the sun gear 210s and the ring gear 210r, and a carrier 210c which supports the plurality of pinion gears 210p so that they can rotate and revolve. The planetary gear mechanism 210 is a single pinion type. The planetary gear mechanism 210 corresponds to the "second planetary gear mechanism" of the present invention, the sun gear 210s corresponds to the "second sun gear" of the present invention, the ring gear 210r corresponds to the "second ring gear" of the present invention, the pinion gear 210p corresponds to the "second pinion gear" of the present invention, and the carrier 210c corresponds to the "second carrier" of the present invention.

[0036] As shown in Fig. 6, the sun gear 210s is connected to the output shaft OS. The ring gear 210r is supported by the case 90 via a brake B2. The carrier 210c is connected to the output shaft OS via a clutch C4. The carrier 210c supports a plurality of pinion gears 210p that mesh with the sun gear 210s and the ring gear 210r so as to be able to rotate and revolve about their own axes.

[0037] The brake B2 fixes (connects) the ring gear 210r to the case 90 so as not to rotate, and releases the ring gear 210r to rotate freely relative to the case 90. The brake B2 is configured as, for example, a hydraulically driven band brake or a hydraulically driven multi-plate brake, similar to the brake B1. The clutch C4 connects the carrier 210c and the output shaft OS and releases the connection between them. The clutch C4 is configured as, for example, a hydraulically driven multi-plate brake, similar to the clutches C1, C2, and C3. The brake B2 and the clutch C4 are operated by supplying and discharging hydraulic oil by a hydraulic control device (not shown), similar to the brake B1 and the clutches C2 and C3. The brake B1 and the clutches C2 and C3 are controlled to be turned on and off by the electronic control unit 70 via a hydraulic control device (not shown). The brake B2 corresponds to the "second brake" in the present invention, and the clutch C4 is an example of an embodiment corresponding to the "fourth clutch" in the present invention.

[0038] Fig. 7 is an operation table showing the relationship between each output mode (EV output mode, HV output mode, stationary charging mode) of power output device 200 and the states of brakes B1, B2 and clutches C1, C2, C3, C4, and Fig. 8 is a collinear diagram showing the relationship between the rotational speeds of each rotating element (sun gear 110s, ring gear 110r, carrier 110c) of planetary gear mechanism 110 and each rotating element (sun gear 210s, ring gear 210r, carrier 210c) of planetary gear mechanism 210. In Fig. 8, "λ1" is the gear ratio of planetary gear mechanism 110 (number of teeth of sun gear 110s / number of teeth of ring gear 110r), and "λ2" is the gear ratio of planetary gear mechanism 210 (number of teeth of sun gear 210s / number of teeth of ring gear 210r). 8, the left side is a collinear diagram of the planetary gear mechanism 110, and the right side is a collinear diagram of the planetary gear mechanism 210. In the collinear diagram of the planetary gear mechanism 110, the S1 axis indicates the rotation speed of the sun gear 110s, the C1 axis indicates the rotation speed of the carrier 110c which is the rotation speed of the engine 2 or the output shaft OS, and the R1 axis indicates the rotation speed of the motor MG or the rotation speed of the ring gear 110r which is the rotation speed of the output shaft OS. In the collinear diagram of the planetary gear mechanism 210, the S2 axis indicates the rotation speed of the sun gear 210s which is the rotation speed of the engine 2 or the output shaft OS, the C2 axis indicates the rotation speed of the carrier 210c which is the rotation speed of the output shaft OS, and the R2 axis indicates the rotation speed of the ring gear 210r.

[0039] The planetary gear mechanisms 110, 210 establish the first and second forward gears in the EV output mode, the first, second, third and fourth forward gears in the HV output mode and the stop-time charging mode by engaging or disengaging (disengaging) the brakes B1, B2 and clutches C1, C2, C3 and C4 as shown in Fig. 7. Specifically, the first forward gear in the EV output mode is established by engaging the brakes B1, B2 and clutch C2 and disengaging the clutches C1, C3 and C4, and the second forward gear in the EV output mode is established by engaging the brakes B2 and clutches C2 and C3 and disengaging the brake B1 and clutches C1 and C4 (see Figs. 7 and 8). The first forward gear in the HV output mode is established by engaging the brake B2 and the clutches C1, C2, and C3 and releasing the brake B1 and the clutch C4, and the second forward gear in the HV output mode is established by engaging the brakes B1 and B2 and the clutches C1 and C3 and releasing the clutches C2 and C4 (see Figs. 7 and 8). The third forward gear in the HV output mode is established by engaging the clutches C1, C2, C3, and C4 and releasing the brakes B1 and B2, and the fourth forward gear in the HV output mode is established by engaging the brake B1 and the clutches C1, C3, and C4 and releasing the brake B2 and the clutch C2 (see Figs. 7 and 8). The stop-time charge mode is established by engaging the brake B1 and the clutch C1 and releasing the brake B2 and the clutches C2, C3, and C4 (see Fig. 7). In addition, the reverse gear is in the same state as the first forward gear in the EV output mode, that is, with the brakes B1 and B2 and the clutch C2 engaged and the clutches C1, C3 and C4 released, the rotation direction of the rotary shaft RS of the motor MG is reversed to that of the first forward gear in the EV output mode. The first, second, third and fourth forward speeds of the HV output mode are examples of implementation configurations corresponding to the "first forward speed hybrid output mode", "second forward speed hybrid output mode", "third forward speed hybrid output mode" and "fourth forward speed hybrid output mode" of the present invention, respectively.

[0040] According to the power output device 200 of the modified example, it is possible to provide the first forward gear, the second forward gear, and the reverse gear in the EV output mode, and the first forward gear, the second forward gear, the third forward gear, and the fourth forward gear in the hybrid output mode, by engaging and disengaging the brakes B1, B2 and the clutches C1, C2, C3, and C4. Thus, according to the power output device 200 of the modified example, it is possible to set different reduction ratios in the EV output mode and the hybrid output mode, similar to the power output device 100. This makes it possible to amplify the torque from the motor MG without providing a dedicated reduction gear. As a result, it is possible to reduce the size of the motor MG and the cost of the motor MG. Note that since only the brakes B1, B2 and the clutches C1, C2, C3, and C4 are engaged and disengaged, the control is also simple. Furthermore, according to the power output device 200 of the modified example, it is possible to increase the reduction ratio width that can be established in the hybrid output mode, compared to the power output device 100. This makes it possible to further improve the fuel efficiency of the engine in the hybrid output mode.

[0041] This embodiment shows an example of a form for carrying out the present invention. Therefore, the present invention is not limited to the configuration of this embodiment. The correspondence between each component of this embodiment and each component of the present invention is shown below. [Explanation of symbols]

[0042] 1 Power output device (power output device) 2 Engine (Engine) 2a Crankshaft (crankshaft) 10 Planetary gear mechanism (first planetary gear mechanism) 10s Sun gear (1st sun gear) 10r Ring gear (first ring gear) 10p Pinion gear (1st pinion gear) 10c Career (1st Career) 20 Engine ECU 30 Motor ECU 32 Inverter 34 Battery 70 Electronic control unit (control section) 90 cases 100 Power output device (power output device) 110 Planetary gear mechanism (first planetary gear mechanism) 110s Sun gear (first sun gear) 110r Ring gear (first ring gear) 110p Pinion gear (1st pinion gear) 110c Carrier (First Carrier) 200 Power output device (power output device) 210 Planetary gear mechanism (second planetary gear mechanism) 210s Sun Gear (2nd Sun Gear) 210r ring gear (second ring gear) 210p Pinion gear (2nd pinion gear) 210c Carrier (2nd Carrier) MG Motor (Motor) Wf Drive wheel Df Differential device RS Rotating shaft (rotating shaft) OS Output shaft (Output shaft) B1 Brake (First brake) B2 Brake (Second brake) C1 Clutch (first clutch) C2 Clutch (Second clutch) C3 clutch (third clutch) C4 clutch (fourth clutch) Gb Gear mechanism λ Gear ratio of planetary gear mechanism λ1 Gear ratio of planetary gear mechanism λ2 Gear ratio of planetary gear mechanism

Claims

1. A power output device capable of outputting power to an output shaft, An engine having a crankshaft; A motor having a rotating shaft; a first planetary gear mechanism including a first sun gear, a first ring gear arranged concentrically with the first sun gear, a plurality of first pinion gears meshing with the first sun gear and the first ring gear, and a first carrier supporting the plurality of first pinion gears so as to be rotatable and revolvable about their axes; a first clutch capable of connecting and disconnecting the crankshaft and the first carrier; a second clutch capable of connecting and disconnecting the first carrier and the output shaft; a third clutch capable of connecting and disconnecting the rotary shaft and the output shaft; a first brake capable of stopping and releasing the rotation of one of the first sun gear and the first ring gear; Equipped with The rotating shaft is connected to the other of the first sun gear and the first ring gear. Power output device.

2. A control unit that controls the first, second and third clutches and the first brake to be turned on and off is further provided. The control unit establishes a motor output mode in which power from the motor can be output to the output shaft by controlling the second clutch and the first brake to a first state in which the second clutch and the first brake are turned on and the first and third clutches are turned off, or a second state in which the second and third clutches are turned on and the first clutch and the first brake are turned off; establishes a hybrid output mode in which power from the engine and the motor can be output to the output shaft or power from the output shaft can be input to the motor by controlling the first clutch and the first brake to a third state in which the first clutch and the first brake are turned on and the first clutch and the first brake are turned off; or establishes a charging mode in which the motor is driven by the engine by controlling the first clutch and the first brake to a fifth state in which the second clutch and the third clutch are turned on and the second clutch and the third clutch are turned off.

2. A power output apparatus according to claim 1.

3. a second planetary gear mechanism including a second sun gear, a second ring gear arranged concentrically with the second sun gear, a plurality of second pinion gears meshing with the second sun gear and the second ring gear, and a second carrier supporting the plurality of second pinion gears so as to be rotatable and revolvable about their axes; a second brake capable of stopping and releasing the rotation of the second ring gear; a fourth clutch capable of connecting and disconnecting the second carrier and the output shaft; Further equipped with The first sun gear is connected to the first brake, The rotating shaft is connected to the first ring gear.

3. A power output apparatus according to claim 1 or 2.

4. The control unit realizes the motor output mode by executing control to turn on the second brake and turn off the fourth clutch in the first or second state, realizes a forward first-speed hybrid output mode by executing control to turn off the fourth clutch in the third state, realizes a forward second-speed hybrid output mode by executing control to turn off the fourth clutch in the fourth state, realizes a forward third-speed hybrid output mode by executing control to turn on the fourth clutch in the third state, realizes a forward fourth-speed hybrid output mode by executing control to turn on the fourth clutch in the fourth state, and realizes the charging mode by executing control to turn off the fourth clutch and the second brake in the fifth state.

4. A power output apparatus according to claim 3 dependent on claim 2.

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