CN111712391A - 混合动力车辆的驱动装置 - Google Patents

混合动力车辆的驱动装置 Download PDF

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Publication number
CN111712391A
CN111712391A CN201980011723.2A CN201980011723A CN111712391A CN 111712391 A CN111712391 A CN 111712391A CN 201980011723 A CN201980011723 A CN 201980011723A CN 111712391 A CN111712391 A CN 111712391A
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China
Prior art keywords
mode
motor generator
planetary gear
drive device
clutch
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CN201980011723.2A
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English (en)
Inventor
笠原崇宏
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Publication of CN111712391A publication Critical patent/CN111712391A/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

本发明提供一种混合动力车辆的驱动装置(100)，具有：内燃机(1)、第1行星齿轮机构(10)、第1电动发电机(2)、第2行星齿轮机构(20)、形成用于将从第2行星齿轮机构(20)的太阳轮(21)输出的动力向车轴(57)传递的动力传递路径的路径形成部、与路径形成部连接，经由路径形成部向车轴(57)传递动力的第2电动发电机(3)、夹设于太阳轮(21)与第2电动发电机(3)之间的单向离合器(50)、对第2行星齿轮机构(20)的齿圈(22)的旋转进行制动或非制动的制动机构(30)、将第2行星齿轮机构(20)的太阳轮(21)和齿圈(22)结合为一体或分离的离合机构(40)、以及对制动机构(30)和离合机构(40)的动作进行控制的控制部(4)。

Description

混合动力车辆的驱动装置
技术领域
本发明涉及一种混合动力车辆的驱动装置。
背景技术
作为这种装置，以往已知有如下装置：具有发动机和电动机作为车辆行驶的动力源，并且具有能够将在发动机产生的动力向输出侧和发动机侧分配的动力分配用行星齿轮机构和能够将在发动机产生的动力通过两条路径传递至输出侧的变速用行星齿轮机构(参见例如专利文献1)。该专利文献1中记载的装置能够通过对一个制动器和两个离合器的接合动作进行控制而切换为EV模式、串联模式、HV模式这三种行驶模式，进一步地能够在HV模式下向低速挡或高速挡变速。
然而，上述专利文献1中记载的装置通过对一个制动器和两个离合器的接合动作进行控制来实现HV模式的变速，因此结构复杂，难以提高变速动作等的响应性。
现有技术文献
专利文献1：发明专利第5391959号公报。
发明内容
本发明的一技术方案的混合动力车辆的驱动装置，具有：内燃机；第1行星齿轮机构，其被输入在内燃机产生的动力；第1电动发电机，其与第1行星齿轮机构连接；第2行星齿轮机构，其具有太阳轮、行星架以及齿圈，经由所述行星架被输入从第1行星齿轮机构输出的动力；路径形成部，其形成用于将从第2行星齿轮机构的所述太阳轮输出的动力传递至车轴的动力传递路径；第2电动发电机，其与动力传递路径连接，将动力经由动力传递路径传递至车轴；单向离合器，其夹设在第2行星齿轮机构的太阳轮与第2电动发电机的输出轴之间的动力传递路径上，允许输出轴相对于太阳轮的相同方向的相对旋转而禁止相反方向的相对旋转；制动机构，其通过接合动作或分离动作，对第2行星齿轮机构的齿圈的旋转进行制动或非制动；离合机构，其通过接合动作或分离动作，将第2行星齿轮机构的太阳轮和齿圈结合成一体或分离；以及控制部，其对制动机构和离合机构的动作进行控制。
发明效果：
采用本发明，能够通过简单的结构容易地提高离合机构和制动机构的变速动作等的响应性。
附图说明
图1是概略地示出本发明一实施方式的混合动力车辆的驱动装置的整体结构的框架图。
图2是汇总示出构成本发明一实施方式的混合动力车辆的驱动装置的主要部分的连接状态的图。
图3是示出能够由本发明一实施方式的混合动力车辆的驱动装置实现的行驶模式的例子的图。
图4是示出在图1的驱动装置的EV模式下的转矩传递流程的框架图。
图5是示出在图1的驱动装置的W马达模式下的转矩传递流程的框架图。
图6是示出在图1的驱动装置的串联模式下的转矩传递流程的框架图。
图7是示出在图1的驱动装置的HV低模式下的转矩传递流程的框架图。
图8是示出在图1的驱动装置的HV高模式下的转矩传递流程的框架图。
图9是示出HV低模式和HV高模式下的车速与驱动力和输出功率之间的关系的图。
图10A是示出EV模式下的动作的共线图。
图10B是示出W马达模式下的动作的共线图。
图10C是示出从EV模式下启动发动机时的动作的共线图。
图10D是示出HV高模式下的动作的共线图。
图10E是示出HV低模式下的动作的共线图。
图11是示出图1的驱动装置的控制结构的变形例的框图。
图12是示出图1的变形例的框架图。
图13是示出图1的另一变形例的框架图。
具体实施方式
以下，参照图1～图13对本发明一实施方式进行说明。本发明一实施方式的驱动装置应用在具有发动机和电动发电机作为行驶驱动源的混合动力车辆。图1是概略地表示本发明一实施方式的驱动装置100的整体结构的图。
如图1所示，驱动装置100具有：发动机(ENG)1、第1电动发电机2和第2电动发电机3(MG1、MG2)、动力分配用的第1行星齿轮机构10以及变速用的第2行星齿轮机构20。驱动装置100搭载于车辆的前部，驱动装置100的动力传递至前轮101。因此，车辆构成为前轮驱动式车辆(所谓的FF车辆)。
发动机1是将通过节气门阀供给的吸入空气和从喷射器喷射出的燃料以适当的比例混合并利用火花塞等点火而使它们燃烧，由此产生旋转动力的内燃机(例如汽油发动机)。另外，还能够使用柴油发动机等各种发动机来代替汽油发动机。节气门阀的开度、从喷射器喷射出的燃料的喷射量(喷射时期、喷射时间)由控制器(ECU)4进行控制。发动机1的输出轴1a以轴线CL1为中心延伸。
第1电动发电机2和第2电动发电机3分别具有以轴线CL1为中心的大致圆筒形状的转子和配置于转子的周围的大致圆筒形状的定子，能够作为马达和发电机发挥功能。即，第1电动发电机2和第2电动发电机3的转子由从电池6经由电力控制单元(PCU)5向定子的线圈供给的电力驱动。此时，第1电动发电机2和第2电动发电机3作为马达发挥功能。
另一方面，当第1电动发电机2和第2电动发电机3的转子的旋转轴2a、3a由外力驱动时，第1电动发电机2和第2电动发电机3进行发电，电力经由电力控制单元5蓄电于电池6中。此时，第1电动发电机2和第2电动发电机3作为发电机发挥功能。另外，在一般行驶时，例如定速行驶时、加速行驶时等，第1电动发电机2主要作为发电机发挥功能，第2电动发电机3主要作为马达发挥功能。
第1电动发电机2的外径与第2电动发电机3的外径大致相等。与此相对，第1电动发电机2(转子)的内径比第2电动发电机3(转子)的内径大。第1电动发电机2和第2电动发电机3在同轴上沿轴向上彼此分开地配置。由此，与一对电动发电机未在同轴上配置的装置相比较，能够使驱动装置100整体小型化而构成。
第1电动发电机2和第2电动发电机3例如收纳在同一壳体7内，第1电动发电机2与第2电动发电机3之间的空间SP由壳体7包围起来。另外，第1电动发电机2和第2电动发电机3还可以各自收纳在不同的壳体内。
在第1电动发电机2和第2电动发电机3之间的空间SP配置第1行星齿轮机构10和第2行星齿轮机构20。更详细而言，在第1电动发电机2侧配置第1行星齿轮机构10，在第2电动发电机3侧配置第2行星齿轮机构20。特别是，第1行星齿轮机构10配置在第1电动发电机2的径向内测。由此，能够在轴向上紧凑地构成驱动装置100。
第1行星齿轮机构10具有：分别以轴线CL1为中心旋转的第1太阳轮11和配置于第1太阳轮11周围的第1齿圈12、在第1太阳轮11和第1齿圈12之间与这些齿轮11、12啮合地配置的在周向上的多个第1小齿轮(行星齿轮)13以及将第1小齿轮13支承成能够自转且能够以轴线CL1为中心公转的第1行星架14。
与第1行星齿轮机构10相同，第2行星齿轮机构20也具有：分别以轴线CL1为中心旋转的第2太阳轮21和配置于第2太阳轮21周围的第2齿圈22、在第2太阳轮21和第2齿圈22之间与这些齿轮21、22啮合地配置的在周向上的多个第2小齿轮(行星齿轮)23以及将第2小齿轮23支承成能够自转且能够以轴线CL1为中心公转的第2行星架24。
发动机1的输出轴1a与第1行星架14连结，发动机1的动力经由第1行星架14输入到第1行星齿轮机构10。另外，在使发动机1启动时，来自第1电动发电机2的动力经由第1行星齿轮机构10输入到发动机1。第1行星架14与设置于壳体7的周壁的内周面的单向离合器15连结。单向离合器15允许第1行星架14的向正方向的旋转、即与发动机1相同方向的旋转，禁止反方向的旋转。通过设置单向离合器15，能够防止反方向的转矩经由第1行星架14作用于发动机1、即能够防止发动机1的反向旋转。
第1太阳轮11与第1电动发电机2的转子的旋转轴2a连结，第1太阳轮11与第1电动发电机2(转子)一体旋转。第1齿圈12与第2行星架24连结，第1齿圈12与第2行星架24一体旋转。通过这样的结构，第1行星齿轮机构10能够将经由行星架14输入的动力经由第1太阳轮11向第1电动发电机2输出，并经由第1齿圈12向车轴57侧的第2行星架24输出。即，能够将来自发动机1的动力向第1电动发电机2和第2行星齿轮机构20分配并输出。
在第2齿圈22的径向外侧设置有以轴线CL1为中心的大致圆筒形状的外鼓25。第2齿圈22与外鼓25连结，两者一体旋转。在外鼓25的周围设置有制动机构30。制动机构30例如构成为湿式多片式制动器，具有在径向上延伸的在轴向上的多个板(摩擦材料)31、与板31在轴向上交替配置并在径向上延伸的在轴向上的多个(省略多个的图示)盘(摩擦材料)32。多个板31的外径侧端部以板31不能在周向上旋转且能够在轴向上移动的方式接合于壳体7的周壁的内周面。多个盘32的内径侧端部以盘32不能相对于外鼓25在周向上相对旋转且能够在轴向上移动的方式接合于外鼓25的外周面。
制动机构30具有使板31和盘32彼此分开，赋予使盘32从板31分离那样的作用力的弹簧(未图示)和对抗弹簧的作用力，赋予使板31和盘32相互接合那样的推压力的活塞(未图示)。活塞由经由液压控制装置8供给的油的压力驱动。在液压力没有作用于活塞的状态下，板31和盘32相互分开，制动机构30被解除(断开)，允许第2齿圈22的旋转。另一方面，当液压力作用于活塞时，板31和盘32接合，制动机构30工作(连接)。在该状态下，第2齿圈22的旋转被阻止。
在外鼓25的径向内侧，与外鼓25对置地设置有以轴线CL1为中心的大致圆筒形状的内鼓26。第2太阳轮21与沿轴线CL1延伸的第2行星齿轮机构20的输出轴27连结，并与内鼓26连结，第2太阳轮21、输出轴27以及内鼓26一体旋转。在外鼓25和内鼓26之间设置有离合机构40。
离合机构40例如构成为湿式多片式离合器，具有在径向上延伸的在轴向上的多个板(摩擦材料)41、与板31在轴向上交替配置并在径向上延伸的在轴向上的多个(省略多个的图示)盘(摩擦材料)42。多个板41的外径侧端部以板41不能相对于外鼓25在周向上相对旋转且能够在轴向上移动的方式接合于外鼓25的内周面。多个盘42的内径侧端部以盘42不能相对于内鼓26在周向上相对旋转且能够在轴向上移动的方式接合于内鼓26的外周面。
离合机构40具有使板41和盘42彼此分开，赋予使盘42从板41分离那样的作用力的弹簧(未图示)和对抗弹簧的作用力，赋予使板41和盘42相互接合那样的推压力的活塞(未图示)。活塞由经由液压控制装置8供给的油的压力驱动。
在液压力没有作用于活塞的状态下，板41和盘42彼此分开，离合机构40被解除(断开)，第2太阳轮21能够相对于第2齿圈22相对旋转。此时，当由于制动机构30的连接而第2齿圈22的旋转被阻止时，输出轴27相对于第2行星架24的旋转增速。该状态相当于挡位切换到高速挡(高)的状态。
另一方面，当液压力作用于活塞时，板41和盘42接合，离合机构40工作(连接)，第2太阳轮21与第2齿圈22结合为一体。此时，当由于制动机构30的断开而允许第2齿圈22的旋转时，输出轴27与第2行星架24成为一体，以与第2行星架24相同的速度旋转。该状态相当于挡位切换到低速挡(低)的状态。
在本实施方式中，第2行星齿轮机构20的各元件以挡位切换到低时的变速比α2与挡位切换到高时的变速比α1的比例(α2/α1)、即挡间比成为比较大的值(例如1.8以上)的方式构成。由此，能够实现从低速高转矩到高速低转矩的行驶，行驶性能提高。
制动机构30和离合机构40均构成为湿式多片式，因此向它们供给冷却油。关于这一点，通常用于实现低挡位的摩擦元件(离合机构40)的发热比用于实现高挡位的摩擦元件(制动机构30)的发热小。并且在本实施方式中，在离合机构40连接时，与第2太阳轮21连接的内鼓26的盘42和与第2齿圈22连接的外鼓25的板41接合，因此离合机构40成为传递转矩容量比经由第2行星架24的输入转矩小的结构。由此，能够减少摩擦材料的片数，能够使离合机构40小型化。
还有，制动机构30设置于壳体7的周壁的内周面，因此能够将用于向制动机构30供给冷却油的油路贯通于壳体7而设置。由此，能够减少从旋转轴(输出轴27等)侧向制动机构30的冷却油的供给量，并且无需从旋转轴侧向制动机构30供给制动器工作油等高压油。因此，能够通过简单的结构向制动机构30供给必要且足够的冷却油和高压油(制动器工作油)，能够实现驱动装置100的小型化，并且能够提高液压响应性。
输出轴27经由单向离合器50与以轴线CL1为中心的输出齿轮51连结。单向离合器50允许输出齿轮51相对于输出轴27的向正方向的旋转，即允许与车辆的前进方向相对应的相对旋转，禁止与后退方向相对应的相对旋转。换言之，在与车辆前进方向相对应的输出轴27的旋转速度比输出齿轮51的旋转速度快时，单向离合器50锁定，输出轴27与输出齿轮51一体旋转。另一方面，在与车辆前进方向相对应的输出齿轮51的旋转速度比输出轴27的旋转速度快时，单向离合器50分离，输出齿轮51不产生转矩的导入地相对于输出轴27自由地旋转。
在输出齿轮51上连结有第2电动发电机3的转子的旋转轴3a，输出齿轮51与第2电动发电机3(旋转轴3a)一体旋转。在这种情况下，因为在输出轴27与旋转轴3a之间夹设有单向离合器50，所以允许旋转轴3a相对于输出轴27的向正方向的相对旋转。即，第2电动发电机3的旋转速度比输出轴27的旋转速度快时，第2电动发电机3能够无输出轴27(第2行星齿轮机构20)的转矩的导入地有效地旋转。单向离合器50配置在旋转轴3a的径向内侧。因此，能够抑制驱动装置100在轴向上的长度，还能够实现驱动装置100的小型化。
在第2电动发电机3的转子的径向内侧配置有油泵(MOP)60。油泵60与发动机1的输出轴1a连结，由发动机1驱动。通过配置这样的油泵60，能够使驱动装置100整体小型化。在发动机1停止时需要供给油的情况下，由来自电池6的电力驱动电动泵(EOP)61，由此提供必要的油。
在输出齿轮51上啮合有能够以与轴线CL1平行延伸的副轴52为中心旋转的大直径齿轮53，转矩经由大直径齿轮53向副轴52传递。传递至副轴52的转矩经由小直径齿轮54向差动装置55的齿圈56传递，进一步地经由差动装置55向左右的车轴57传递。由此，前轮101被驱动，车辆行驶。
在壳体7的周壁的内周面，在制动机构30的轴向侧方，面向外鼓25的外周面设置有用于检测外鼓25的转速的非接触式的转速传感器35。由此，不使驱动装置100在轴向上变长，就能够在壳体7与外鼓25之间的径向间隙有效地配置转速传感器35。
液压控制装置8包括利用电信号工作的电磁阀、电磁比例阀等控制阀。这些控制阀根据来自控制器4的指令工作，对压力油向制动机构30和离合机构40等的流动进行控制。由此，能够切换制动机构30和离合机构40的连接/断开。
控制器4包含具有CPU、ROM、RAM、其他周边电路等的运算处理装置而构成。来自转速传感器35、检测车速的车速传感器36以及检测加速踏板的操作量的加速器开度传感器37等的信号被输入到控制器4。控制器4基于这些输入信号，按照由预先决定的车速和加速器开度等规定的表示车辆的驱动力特性的驱动力图决定行驶模式。然后，向电力控制单元5、液压控制装置8等输出控制信号，控制第1电动发电机2和第2电动发电机3的工作，并控制制动机构30和离合机构40的工作，以使车辆对应行驶模式进行行驶。
图2是汇总示出构成驱动装置100的主要部分的连接状态的图。如图2所示，在发动机1上连接有动力分配用的第1行星齿轮机构10。在第1行星齿轮机构10上连接有第1电动发电机2和变速用的第2行星齿轮机构20。在第2行星齿轮机构20上经由单向离合器50连接有第2电动发电机3，在第2电动发电机3连接有前轮101作为驱动轮。
图3是以表格形式示出能够由本发明一实施方式的驱动装置100实现的若干行驶模式的例子和与各行驶模式相对应的制动机构(BR)30、离合机构(CL)40、单向离合器(OWY)50以及发动机(ENG)1的工作状态的图。
图3中示出EV模式、W马达模式、串联模式以及HV模式作为代表性行驶模式。HV模式分为低模式(HV低模式)和高模式(HV高模式)。图中，分别用○标志表示制动机构30的连接(接合)、离合器机构40的连接(接合)、单向离合器50的锁定以及发动机1的工作，分别用×标志表示制动机构30的断开(分离)、离合器机构40的断开(分离)、单向离合器50的解锁(分离)以及发动机1的停止。
EV模式是仅利用第2电动发电机3的动力行驶的模式。如图3所示，在EV模式下，根据来自控制器4的指令，制动机构30和离合机构40都断开，发动机1停止。图4是示出EV模式下的转矩传递流程的框架图。
如图4所示，在EV模式下，从第2电动发电机3输出的转矩经由输出齿轮51、大直径齿轮53、小直径齿轮54以及差动装置55向车轴57传递。此时，由于单向离合器50的作用，输出轴27保持停止，能够在不产生由第2电动发电机3的上游侧(第2行星齿轮机构侧)的旋转元件所致的转矩的导入(旋转阻力)的情况下，有效地使车辆行驶。
W马达模式是利用第1电动发电机2和第2电动发电机3的动力行驶的模式。如图3所示，在W马达模式下，根据来自控制器4的指令，制动机构30断开，离合机构40连接，发动机1停止。图5是示出W马达模式下的转矩传递流程的框架图。
如图5所示，在W马达模式下，由于单向离合器15的作用，第1行星架14的旋转被阻止，从第1电动发电机2输出的转矩经由第1太阳轮11、第1小齿轮13、第1齿圈12以及第2行星架24(与第2太阳轮21和第2齿圈22一体旋转的第2行星架24)向输出轴27传递。传递至输出轴27的转矩经由锁定状态的单向离合器50向输出齿轮51传递，并和从第2电动发电机3输出的转矩一起向车轴57传递。如此，在W马达模式下，来自第1电动发电机2和第2电动发电机3的转矩作用于车轴57，因此能够相对于EV模式使行驶驱动力变大。
串联模式是一边利用在发动机1产生的动力驱动第1电动发电机2进行发电，一边利用第2电动发电机3的动力进行行驶的模式。如图3所示，在串联模式下，根据来自控制器4的指令，制动机构30和离合机构40都连接，发动机1工作。图6是示出串联模式下的转矩传递流程的框架图。
如图6所示，在串联模式下，从第1齿圈12到输出轴27的旋转被阻止，因此，从发动机1输出的动力全部经由第1小齿轮13、第1太阳轮11输入到第1电动发电机2的旋转轴2a。由此，第1电动发电机2被驱动进行发电，并使用所发出的电力驱动第2电动发电机3，能够使车辆行驶。在串联模式下，与EV模式相同，能够通过单向离合器50的作用防止转矩的导入。
HV模式是利用在发动机1产生的动力和第2电动发电机3的动力行驶的模式。其中，HV低模式是与从低速开始的全开加速行驶相对应的模式，HV高模式是与EV行驶后的正常驾驶相对应的模式。如图3所示，在HV低模式下，根据来自控制器4的指令，制动机构30断开且离合机构40连接，发动机1工作。在HV高模式下，根据来自控制器4的指令，制动机构30连接且离合机构40断开，发动机1工作。
图7是示出HV低模式下的转矩传递流程的框架图。如图7所示，在HV低模式下，从发动机1输出的转矩的一部分经由第1太阳轮11向第1电动发电机2传递。由此，在第1电动发电机2进行发电，并蓄电于电池6中，然后，从电池6向第2电动发电机3供给驱动电力。
在HV低模式下，从发动机1输出的转矩的剩余部分经由第1齿圈12、第2行星架24(与第2太阳轮21和第2齿圈22一体旋转的第2行星架24)向输出轴27传递。此时的输出轴27的转速与第2行星架24的转速相等。传递至输出轴27的转矩经由锁定状态的单向离合器50向输出齿轮51传递，和从第2电动发电机3输出的转矩一起向车轴57传递。由此，能够由在第1电动发电机2的发电保持足够的电池剩余容量的同时，利用来自发动机1和第2电动发电机3的转矩，以高转矩使车辆行驶。
图8是示出HV高模式下的转矩传递流程的框架图。如图8所示，在HV高模式下，与HV低模式相同，例如从发动机1输出的转矩的一部分经由第1太阳轮11向第1电动发电机2传递。从发动机1输出的转矩的剩余部分经由第1齿圈12、第2行星架24、第2太阳轮21向输出轴27传递。此时的输出轴27的转速比第2行星架24的转速大。
传递至输出轴27的转矩经由锁定状态下的单向离合器50向输出齿轮51传递，并与从第2电动发电机3输出的转矩一起向车轴57传递。由此，能够保持足够的电池剩余容量的同时，利用来自发动机1和第2电动发电机3的转矩，以比HV低模式低但比EV模式高的转矩使车辆行驶。在HV高模式下，输出轴27的旋转在第2行星齿轮机构20增速，因此能够比HV低模式更抑制发动机转速地行驶。
图9是示出在利用本实施方式的驱动装置100进行的HV低模式和HV高模式下的车速V与加速踏板全开时的驱动力G和输出功率P之间的关系的图。需要说明的是，图中的特性f1、f3分别是HV低模式下的特性，特性f2、f4分别是HV高模式下的特性。如图9所示，若采用本实施方式的驱动装置100，无论在HV低模式和HV高模式的哪一种模式下，从低速(例如车速0)至最高车速Vmax为止都能得到驱动力G和输出功率P的特性f1～f4，由此能够在整个车速V范围内进行以HV低模式和HV高模式的行驶。
另外，驱动力G和输出功率P在整个车速V范围内都是HV低模式的特性f1、f3超过HV高模式的特性f2、f4，但低速时的HV高模式的驱动力G足够大(特性f2)，最高车速Vmax下的HV高模式的输出功率P也足够大(特性f4)。因此，无论在HV低模式和HV高模式的哪一种模式下，都能够在整个车速V范围内获得充分的行驶性能。
另外，省略图示，驱动装置100还能够实现再生模式、发动机制动模式等上述以外的行驶模式。例如在再生模式下，制动机构30和离合机构40都断开。由此，来自车轴57的转矩输入到第2电动发电机3，利用第2电动发电机3获得再生电力。在发动机制动模式下，制动机构30和离合机构40都连接。由此，来自车轴57的转矩输入到第2电动发电机3，利用第2电动发电机3获得再生电力并根据再生电力驱动第1电动发电机2。其结果，发动机1上负载动力，产生发动机制动那样的泵气损失。
更具体地说明本发明一实施方式的驱动装置100的动作。图10A～图10E分别是示出规定行驶模式下的共线图的例子。图中，分别用S1、C1、R1表示第1太阳轮11、第1行星架14、第1齿圈12，分别用S2、C2、R2表示第2太阳轮21、第2行星架24、第2齿圈22。将车辆前进时的第1齿圈12和第2行星架24的旋转方向定义为正方向，用+标志表示正方向，并用向上的箭头表示向正方向作用的转矩。
例如在EV模式下，车辆根据驾驶员的加速踏板的操作开始行驶。图10A是EV模式下的共线图。如图10A所示，在EV模式下，由于单向离合器50的作用，第2行星齿轮机构20的太阳轮21(S2)保持停止旋转，仅第2电动发电机3(MG2)被驱动向正方向旋转，车辆利用第2电动发电机3的驱动转矩起步。
车辆起步时的要求驱动力高时，控制器4按照与车速和加速器开度相应的驱动力图将行驶模式从EV模式切换为例如W马达模式。图10B是W马达模式下的共线图。如图10B所示，在W马达模式下，离合机构40(CL)连接且第1电动发电机2(MG1)被驱动向反方向旋转。此时，由单向离合器15阻止第1行星架14(C1)的旋转，第1电动发电机2(MG1)的转矩作为单向离合器15所致的支承转矩的反作用力从第1齿圈12(R1)向第2行星架24(C2)传递。由此，第2太阳轮21(S2)和第2齿圈22(R2)与第2行星架24(C2)一体旋转，在该旋转转矩的基础上加上第2电动发电机3(MG2)的转矩，车辆以W马达模式行驶。W马达模式能够以低车速实现。
随着车辆起步后的车速的增加，控制器4将行驶模式从EV模式或W马达模式切换为例如HV低模式或HV高模式。在这种情况下，首先启动发动机1。图10C是从EV模式启动发动机1时的共线图。如图10C所示，在发动机启动时，第2电动发电机3(MG2)被驱动保持向正方向旋转，制动机构30(BR)和离合机构40(CL)都连接，第2行星架24(C2)和第1齿圈12(R1)的旋转被阻止。在该状态下，第1电动发电机2(MG1)被驱动向正方向旋转，经由第1行星架14(C1)使发动机1的输出轴1a旋转，由此发动机1启动。
车速增加时的要求驱动力比较小时，控制器4将行驶模式切换为例如HV高模式。图10D是HV高模式下的共线图。将行驶模式切换为HV高模式时，在发动机启动后，如图10D所示，制动机构30(BR)连接且离合机构40(CL)断开。在该状态下，利用发动机1使第1行星架14(C1)向正方向旋转，第1电动发电机2(MG1)被驱动旋转进行发电，并且第1齿圈12(R1)向正方向旋转。此时，第2齿圈22(R2)的旋转被阻止，因此第2太阳轮21(S2)相对于第2行星架24(C2)以高速旋转，车辆借助该旋转转矩和第2电动发电机3(MG2)的转矩行驶。
车速增加时的要求驱动力比较大时，控制器4将行驶模式切换为例如HV低模式。图10E是HV低模式下的共线图。将行驶模式切换为HV低模式时，在发动机启动后，如图10E所示，制动机构30(BR)断开且离合机构40(CL)连接。在该状态下，利用发动机1使第1行星架14(C1)向正方向旋转，第1电动发电机2(MG1)被驱动旋转进行发电，并且第1齿圈12(R1)向正方向旋转。此时，第2行星架24(C2)、第2太阳轮21(S2)、第2齿圈22(R2)成为一体化，因此第2太阳轮21(S2)以与第2行星架24(C2)等速旋转，车辆借助该旋转转矩和第2电动发电机3(MG2)的转矩行驶。
从HV高模式向HV低模式的切换能够在将制动机构30以及离合机构40连接后，通过将制动机构30断开来实现。即，将离合机构40连接暂时从HV高模式切换成了串联模式后，通过将制动机构30断开，由此能够向HV低模式切换。同样，从HV低模式向HV高模式的切换能够在将制动机构30以及离合机构40连接后，通过将离合机构40断开来实现。即，将制动机构30连接暂时从HV低模式切换成了串联模式后，通过将离合机构40断开，由此能够向HV高模式切换。
这样，在本实施方式中，在HV低模式和HV高模式之间切换模式时，即使一对接合元件(制动机构30、离合机构40)同时接合了，也仅是行驶模式暂时切换为串联模式，能够抑制在所谓的离合器到离合器(clutch-to-clutch)控制中那样的在转矩相、惯性相的转矩的导入所致的负加速度的产生。因此，具有大的挡间比的同时，能够响应性好地进行顺畅的挡位切换。与此相对，例如由于一对接合元件同时分离而切换为串联模式的情况，若在HV低模式和HV高模式之间切换模式时一对接合元件同时接合，产生在离合器到离合器控制中那样的转矩相、惯性相的转矩的导入所致的负加速度，难以进行顺畅的变速。
离合机构40的断接的切换(低、高切换)是基于来自转速传感器35的信号进行的。即，由转速传感器35检测在变速过渡状态(低、高切换中)下的离合机构40的外鼓25的转速的变化，基于该检测值对发动机1、第1电动发电机2、第2电动发电机3、制动机构30以及离合机构40进行协调控制。由此提高低、高切换的可控制性。
另外，在本实施方式中，能够将HV模式切换为挡间比大的HV低模式和HV高模式，因此能够从各模式选择第1电动发电机2的输出功率小的动作点并进行以各模式的行驶。由此，能够减小第1电动发电机2的最大转速，因此能够抑制在第1电动发电机2产生的应力的增大，能够容易地扩大第1电动发电机2的内径而构成。
采用本实施方式能够起到如下的作用效果。
(1)本实施方式的混合动力车辆的驱动装置100具有：发动机1；第1行星齿轮机构10，其被输入在发动机1产生的动力；第1电动发电机2，其与第1行星齿轮机构10连接；第2行星齿轮机构20，其具有第2太阳轮21、第2行星架24、第2齿圈22，经由第2行星架24被输入从第1行星齿轮机构10输出的动力；输出轴27、输出齿轮51等旋转元件，它们用于将从第2行星齿轮机构20的第2太阳轮21输出的动力向车轴57传递；第2电动发电机3，其与输出齿轮51连接，将动力经由输出齿轮51向车轴57传递；单向离合器50，其夹设在输出轴27和第2电动发电机3的旋转轴3a之间，允许旋转轴3a相对于输出轴27向前进侧的相对旋转，另一方面，禁止向后退侧的相对旋转；制动机构30，其通过接合动作或分离动作，对第2行星齿轮机构20的第2齿圈22的旋转进行制动或非制动；离合机构40，其通过接合动作或分离动作，将第2行星齿轮机构20的第2太阳轮21和第2齿圈22结合为一体或分离；以及控制器4，其对制动机构30和离合机构40的动作进行控制(图1、2)。
由此，在将发动机1的动力向第1电动发电机2和第2行星齿轮机构20分配并输出的双马达式的混合动力车辆的驱动装置100中，仅是对单个制动机构30和单个离合机构40各自的接合动作进行控制，不依靠所谓的离合器到离合器，就能够在变速比小的HV低模式和变速比大的HV高模式之间切换变速模式。因此，能够通过简单的结构提高变速动作的响应性，并能够抑制低、高切换时的转矩的导入。即，能够减少通过制动机构30和离合机构40的切换进行的变速动作时的动力下降，能够有效地实现顺畅的变速动作。
(2)控制器4在实现使发动机1的驱动停止而利用第2电动发电机3的动力行驶的EV模式时，使制动机构30分离且使离合机构40分离，在实现一边利用在发动机1产生的动力驱动第1电动发电机2进行发电，一边利用第2电动发电机3的动力进行行驶的串联模式时，使制动机构30接合且使离合机构40接合，在实现利用发动机1的动力和第2电动发电机3的动力进行行驶的HV模式时，使制动机构30和离合机构40中的一方接合且使另一方分离(图3)。这样，能够通过仅是对制动机构30和离合机构40的接合动作进行控制的简单结构，容易地实现混合动力车辆的作为代表性行驶模式的EV模式、串联模式以及HV模式。
(3)HV模式包括与强劲的加速相对应的HV低模式和与正常驾驶相对应的HV高模式，在该变速过程中，实现利用了单向离合器50的作用的串联模式。控制器4在实现HV低模式时，使制动机构30分离且使离合机构40接合，在实现HV高模式时，使制动机构30接合且使离合机构40分离(图3)。由此，能够通过使制动机构30或离合机构40分离，从制动机构30和离合机构40都接合了的串联模式的状态实现HV低模式或HV高模式。因此，能够一边抑制两个接合元件的共接合、第1电动发电机2的控制反作用力所致的转矩的导入，一边响应性较好地进行低、高的切换。
(4)以发动机1的输出轴1a的中心、第1电动发电机2的中心、第2电动发电机3的中心、第1行星齿轮机构10的中心、第2行星齿轮机构20的中心各自位于同一轴线CL1上的方式，配置发动机1、第1电动发电机2、第2电动发电机3、第1行星齿轮机构10以及第2行星齿轮机构20(图1)。由此，能够在径向上紧凑地构成整个驱动装置100，能够实现驱动装置100的小型化。还有，能够抑制驱动装置100的高度的增大，因此能够容易地搭载PCU5。
(5)第1电动发电机2呈大致圆筒形状，第1行星齿轮机构10配置于第1电动发电机2的径向内侧(图1)。由此能够缩短驱动装置100在轴向上的长度，能够使驱动装置100小型化。还有，在本实施方式中构成为，通过分别在HV低模式和HV高模式下选择第1电动发电机2的输出功率小的动作点，来抑制第1电动发电机2的最高转速，由此即使扩大第1电动发电机2的内径，在强度上也没有问题。
(6)第2电动发电机3呈大致圆筒形状，单向离合器50配置于第2电动发电机3的径向内侧(图1)。由此，能够缩短驱动装置100在轴向上的长度。能够使驱动装置100小型化。
(7)本实施方式的混合动力车辆的驱动装置100还具有包围第2行星齿轮机构20的壳体7，制动机构30构成为，能够使从第2行星齿轮机构20的第2齿圈22的外周面向径向延伸的盘32和从壳体7的内周壁向径向延伸的板31接合。由此，能够容易地从旋转轴(输出轴27等)和壳体7的外侧双方向制动机构30供给必要且足够的冷却油，因此能够通过减少摩擦材料的片数等来使制动机构30小型化。
(8)离合机构40构成为，具有以轴线CL1为中心，与第2行星齿轮机构20的第2齿圈22一体旋转的外鼓25和以轴线CL1为中心，与第2行星齿轮机构20的第2太阳轮21一体旋转的内鼓26，能够使从外鼓25向径向延伸的板41和从内鼓26向径向延伸的盘42接合(图1)。由此，能够将到离合机构40的油路的结构简化，并且由于离合机构40的发热量比制动机构30的发热量小，因此能够通过减少摩擦材料的片数等来使离合机构40小型化。还有，能够容易地配置支承输出齿轮51等的轴承。
(9)本实施方式的混合动力车辆的驱动装置100还具有转速传感器35，该转速传感器35配置于外鼓25的径向外侧，对外鼓25的转速进行检测(图1)。由此，能够不使驱动装置100在轴向上变长地、有效地将转速传感器35配置于壳体7与外鼓25之间的径向间隙。提高基于来自转速传感器35的信号的低、高切换等的可控制性。
上述实施方式能够变形成各种形式。以下对变形例进行说明。图11是示出驱动装置100的控制结构的变形例的框图。在图11中，在图1的结构的基础上，在控制器4上连接选择开关38。选择开关(选择部)38是用于手动选择例如重视燃料消耗性能的经济模式(第1模式)和比起燃料消耗性能更重视动力性能的运动模式(第2模式)的开关。另外，选择部的结构以及第1模式和第2模式的内容不限于此。
控制器4根据由车速传感器36检测出的车速和由加速器开度传感器37检测出的加速器开度选择EV模式、串联模式、HV低模式以及HV高模式中的一种。在这种情况下，当由选择开关38选择经济模式时，控制器4从EV模式、串联模式以及HV高模式中选择与车速和要求驱动力相应的模式。换言之，将HV低模式从选择对象中除外。由此，能够抑制发动机转速的增加、噪音，能够进行重视燃料消耗性能的行驶。另一方面，当由选择开关38选择运动模式时，控制器4从EV模式、串联模式以及HV低模式中选择与车速和要求驱动力相应的模式。换言之，将HV高模式从选择对象中除外。由此，能够提高加速性能，能够进行重视动力性能的行驶。
图12是示出图1的变形例的框架图。另外，在图12中，在与图1具有相同功能的地方标注与图1相同的附图标记。在图12中，与图1不同，第1电动发电机2的旋转轴2a和第2电动发电机3的旋转轴3a相对于发动机1的输出轴1a配置于相互不同的轴线上。第1电动发电机2的旋转轴2a经由与旋转轴2a一体旋转的齿轮2b和齿轮2c与第1太阳轮11连结。第2电动发电机3的旋转轴3a经由与旋转轴3a一体旋转的齿轮3b和大直径齿轮53与副轴52连结。
图13是示出图1的另一变形例的框架图。在图13中，设有一对离合机构(CL1、CL2)40A、40B，并在行星齿轮机构与第2电动发电机3之间设有一对单向离合器50A、50B，在HV模式下能够向三个阶段(低挡、二挡、三挡)变速。在HV低模式下，离合机构40A、40B都断开。此时，单向离合器50A锁定。在HV二挡模式下，离合机构40A连接且离合机构40B断开。在HV三挡模式下，离合机构40A断开且离合机构40B连接。另外，在串联模式下，离合机构40A、40B都连接。
在上述实施方式(图1)中，以板31和盘32由于液压的推压力而接合的方式构成了制动机构30，但还可以利用弹簧的作用力使板31和盘32接合，并利用液压力使接合解除。离合机构40也同样地构成为，能够利用弹簧的作用力使板41和盘42接合，并利用液压力使接合解除。在制动机构30和离合机构40使用了湿式多片式的接合元件，但还能够使用带式制动器、牙嵌式离合器等其他形式的接合元件，制动机构和离合机构的构成不限于以上所述。
在上述实施方式(图1)中，由输出轴27、输出齿轮51等形成用于将从第2太阳轮21输出的动力向车轴57传递的动力传递路径，并将第2电动发电机3与动力传递路径连接，将第2电动发电机3的动力向车轴57传递，但路径形成部的构成不限于以上所述。在上述实施方式(图1)中，在与第2太阳轮21连结的输出轴27和第2电动发电机3的旋转轴3a之间夹设了单向离合器50，但只要夹设在第2行星齿轮机构的太阳轮与第2电动发电机的输出轴之间的动力传递路径上，单向离合器的配置就不限于以上所述。
在上述实施方式中，通过控制器4对制动机构30和离合机构40的动作进行控制，实现EV模式、W马达模式、串联模式、HV低模式(第1HV模式)、HV高模式(第2HV模式)等，但还可以实现其他的行驶模式。在上述实施方式中，用转速传感器35对外鼓(第1旋转体)25的转速进行检测，用车速传感器36对车速进行检测，用加速器开度传感器37对要求驱动力进行检测，但转速检测器、车速检测器以及要求驱动力检测器的构成不限于此。构成离合机构的第1旋转体和第2旋转体各自可以是除外鼓25和内鼓26以外的部件。
在上述实施方式中，按照与车速和加速器开度相应的驱动力图进行向各种行驶模式的切换，但比起离合机构40接合时的发热，制动机构30接合时的发热大，因此还可以在板31和盘32的转速差较大、发热量易变大的高车速区域，禁止向HV高模式的切换。即，还可以在车速为规定值以上时，禁止从HV低模式向HV高模式的切换。
以上说明归根结底为一例，只要不破坏本发明的特征，上述实施方式和变形例就不限定本发明。还能够将上述实施方式与变形例的一个或多个任意组合，也能够将变形例彼此进行组合。
附图标记说明：
1：发动机；2：第1电动发电机；3：第2电动发电机；4：控制器；7：壳体；10：第1行星齿轮机构；20：第2行星齿轮机构；21：第2太阳轮；22：第2齿圈；25：外鼓；26：内鼓；27：输出轴；30：制动机构；35：转速传感器；36：车速传感器；37：加速器开度传感器；38：选择开关；40：离合机构；50：单向离合器；51：输出齿轮；100：驱动装置。

Claims (10)

1.一种混合动力车辆的驱动装置，其特征在于，具有：
内燃机；
第1行星齿轮机构，其被输入在所述内燃机产生的动力；
第1电动发电机，其与所述第1行星齿轮机构连接；
第2行星齿轮机构，其具有太阳轮、行星架以及齿圈，经由所述行星架被输入从所述第1行星齿轮机构输出的动力；
路径形成部，其形成用于将从所述第2行星齿轮机构的所述太阳轮输出的动力向车轴传递的动力传递路径；
第2电动发电机，其与所述动力传递路径连接，经由所述动力传递路径向所述车轴传递动力；
单向离合器，其夹设在所述第2行星齿轮机构的所述太阳轮与所述第2电动发电机的输出轴之间的所述动力传递路径上，允许所述输出轴相对于所述太阳轮的相同方向的相对旋转，另一方面，禁止相反方向的相对旋转；
制动机构，其通过接合动作或分离动作，对所述第2行星齿轮机构的所述齿圈的旋转进行制动或非制动；
离合机构，其通过接合动作或分离动作，将所述第2行星齿轮机构的所述太阳轮和所述齿圈结合为一体或分离；以及
控制部，其对所述制动机构和所述离合机构的动作进行控制。
2.根据权利要求1所述的混合动力车辆的驱动装置，其特征在于，
所述控制部，
在实现停止所述内燃机的驱动并利用所述第2电动发电机的动力行驶的EV模式时，使所述制动机构分离且使所述离合机构分离，
在实现一边利用在所述内燃机产生的动力驱动所述第1电动发电机进行发电，一边利用所述第2电动发电机的动力进行行驶的串联模式时，使所述制动机构接合且使所述离合机构接合，
在实现利用所述内燃机的动力和所述第2电动发电机的动力进行行驶的HV模式时，使所述制动机构和所述离合机构中的一方接合且使另一方分离。
3.根据权利要求2所述的混合动力车辆的驱动装置，其特征在于，
所述HV模式包括与第1挡位相对应的第1HV模式、与比所述第1挡位靠近高挡位侧的第2挡位相对应的第2HV模式，
所述控制部在实现所述第1HV模式时，使所述制动机构分离且使所述离合机构接合，在实现所述第2HV模式时，使所述制动机构接合且使所述离合机构分离。
4.根据权利要求3所述的混合动力车辆的驱动装置，其特征在于，还具有：
车速检测器，其对车速进行检测；
要求驱动力检测器，其对要求驱动力进行检测；以及
选择部，其能够选择重视燃料消耗性能的第1模式和相对于燃料消耗性能更重视动力性能的第2模式，
所述控制部，当由所述选择部选择所述第1模式时，根据由所述车速检测器检测出的车速和所述要求驱动力检测器检测出的要求驱动力选择所述EV模式、所述串联模式以及所述第1HV模式中的任一者，当由所述选择部选择所述第2模式时，根据由所述车速检测器检测出的车速和由所述要求驱动力检测器检测出的要求驱动力，选择所述EV模式、所述串联模式以及所述第2HV模式中的任一者。
5.根据权利要求1～4中任一项所述的混合动力车辆的驱动装置，其特征在于，
以所述内燃机的输出轴的中心、所述第1电动发电机的中心、所述第2电动发电机的中心、所述第1行星齿轮机构的中心、所述第2行星齿轮机构的中心各自位于相同的轴线上的方式，配置所述内燃机、所述第1电动发电机、所述第2电动发电机、所述第1行星齿轮机构、所述第2行星齿轮机构。
6.根据权利要求5所述的混合动力车辆的驱动装置，其特征在于，
所述第1电动发电机呈大致圆筒形状，
所述第1行星齿轮机构配置于所述第1电动发电机的径向内侧。
7.根据权利要求5或6所述的混合动力车辆的驱动装置，其特征在于，
所述第2电动发电机呈大致圆筒形状，
所述单向离合器配置于所述第2电动发电机的径向内侧。
8.根据权利要求5～7中任一项所述的混合动力车辆的驱动装置，其特征在于，
还具有壳体，所述壳体将所述第2行星齿轮机构包围起来，
所述制动机构构成为，能够将所述第2行星齿轮机构的所述齿圈的外周部与所述壳体的内周壁接合。
9.根据权利要求5～8中任一项所述的混合动力车辆的驱动装置，其特征在于，
所述离合机构构成为，具有与所述第2行星齿轮机构的所述齿圈一体旋转的第1旋转体和与所述第2行星齿轮机构的所述太阳轮一体旋转的第2旋转体，能够使所述第1旋转体和所述第2旋转体接合。
10.根据权利要求9所述的混合动力车辆的驱动装置，其特征在于，
所述第1旋转体呈以所述轴线为中心的大致圆筒形状，
所述混合动力车辆的驱动装置还具有转速检测器，所述转速检测器配置于所述第1旋转体的径向外侧，对所述第1旋转体的转速进行检测。
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