BR102017005676A2 - POWER TRANSMISSION SYSTEM - Google Patents

Abstract

power transmission system. The present invention relates to a power transmission system (tm1) including a first differential mechanism (10) connected to a motor, and a second differential mechanism (20). The first differential mechanism includes a first rotary element connected to the engine, and a second and third rotary element. The second differential mechanism includes a fourth rotary element connected to the second rotary element, a fifth rotary element connected to a first electric rotary machine (mg1), and a sixth rotary element which is an output element of the second differential mechanism. the power transmission system further includes at least one of a first clutch (cl1) and a brake (bl1), and a second clutch (clr). The first clutch is configured to releasably couple two of the first, second and third rotatable elements together. The brake is configured to releasably engage the third rotary element in a stationary element. the second clutch is configured to releasably engage the third rotary element with one of the fifth and sixth rotary elements.

Description

Report of the Invention Patent for "POWER TRANSMISSION SYSTEM".

BACKGROUND OF THE INVENTION FIELD OF THE INVENTION

The present invention relates to a power transmission system and, more specifically, to a power transmission system that includes a first differential mechanism connected to a motor and a second differential mechanism connected to the first differential mechanism.

DESCRIPTION OF RELATED TECHNIQUE

Several power transmission systems have been suggested for a hybrid vehicle that uses a motor and a rotary machine as power sources. For example, International Order Publication Number 2013/114594 describes a power transmission system for a hybrid vehicle. The power transmission system includes a first planetary gear mechanism (hereinafter referred to as the first differential mechanism), a second planetary gear mechanism (hereinafter referred to as the second differential mechanism), a first electric rotary machine, a second electric rotary machine, and a switching device. The first planetary gear mechanism is connected to an internal combustion engine. The second planetary gear mechanism connects the first differential mechanism to the drive wheels. The first electric rotary machine is connected to the second differential mechanism. The second electric rotary machine is arranged to be capable of transmitting power to an output element of the second differential mechanism. The switching device consists of two coupling devices (a clutch and a brake) provided in association with the first differential mechanism. The first electric rotary machine and the second electric rotary machine are separately connected to the second differential mechanism.

SUMMARY OF THE INVENTION

[003] The power transmission system described in International Application Publication Number 2013/114594 is capable of changing the rotation speed of the internal combustion engine and transmitting the rotation to the second differential mechanism operating the switching device. However, in a drive mode (HV mode) in which the drive wheels are driven operating both the internal combustion engine and the second electric rotary engine as well as the power sources, so that the hybrid vehicle travels at a high power using the internal combustion engine, it is required to increase the rated rotational speed or nominal torque of the first electric rotary machine accordingly; otherwise, it is required to restrict the power of the internal combustion engine. This is because the power ratio of the power of the first electric rotary machine to the engine power (Pg / Pe) is uniformly determined due to the constant power division ratio of the second differential mechanism and, as a result, the power of the first machine. Electric rotary increases with an increase in engine power.

[004] The invention provides a power transmission system that includes a first differential mechanism connected to a motor and a second differential mechanism connected to the first differential mechanism and which makes it possible to travel at high power by using the engine without increasing the speed. rated torque or rated rotational speed of a rotary machine.

[005] A first aspect of the invention provides a power transmission system for transmitting power to an engine. The power transmission system includes: a first differential mechanism connected to the engine, the first differential mechanism including a first rotary element, a second rotary element and a third rotary element, the first rotary element being connected to the engine; a second differential mechanism including a fourth rotary element, a fifth rotary element and a sixth rotary element, the fourth rotary element being connected to the second rotary element of the first differential mechanism, the fifth rotary element being connected to the first electric rotary machine, the sixth rotating element being an output element; a first coupling unit which is at least one of a coupling unit configured to releasably engage those of the first rotary member, second rotary member and third rotatable member together and a coupling unit configured to releasably engage the third rotary member to a stationary element; and a second coupling unit configured to releasably couple the third rotary element of the first differential mechanism to one of the fifth rotary element and the sixth rotary element of the second differential mechanism.

[006] In the power transmission system, each of the first differential mechanism and the second differential mechanism may be a planetary gear mechanism, the first rotary element may be a solar gear, the second rotary element may be a support, the third rotating element may be a ring gear, the fourth rotating element may be a bracket, the fifth rotating element may be a solar gear, the sixth rotating element may be a ring gear, the first coupling unit may include a coupling unit configured to releasably engage the first rotatable element in the second rotary element and a coupling unit configured to releasably engage the third rotary element in the stationary element, and the second coupling unit may be configured to releasably engage the third rotary element in the fifth rotary element.

[007] In the power transmission system, each of the first differential mechanism and the second differential mechanism may be a planetary gear mechanism, the first rotary element may be a solar gear, the second rotary element may be a ring gear, the third rotary element may be a support, the fourth rotary element may be a support, the fifth rotary element may be a solar gear, the sixth rotary element may be a ring gear, the first coupling unit may include a coupling unit configured to releasably engage the first rotatable element in the third rotary element and a coupling unit configured to releasably engage the third rotary element in the stationary element, and the second coupling unit may be configured to releasably engage the third rotary element in the sixth rotary element.

[008] In the power transmission system, each of the first differential mechanism and the second differential mechanism may be a planetary gear mechanism, the first rotating element may be a solar gear, the second rotating element may be a ring gear, the third rotary element may be a support, the fourth rotary element may be a ring gear, the fifth rotary element may be a solar gear, the sixth rotary element may be a support, the first coupling unit may include a coupling unit configured to releasably engage the first rotatable element in the third rotary element and a coupling unit configured to releasably engage the third rotary element in the stationary element, and the second coupling unit may be configured to releasably engage the third rotary element in the sixth element rotary.

[009] In the power transmission system, each of the first differential mechanism and the second differential mechanism may be a planetary gear mechanism, the first rotary element may be a support, the second rotary element may be a solar gear, the third rotating element may be a ring gear, the fourth rotating element may be a solar gear, the fifth rotating element may be a ring gear, the sixth rotating element may be a support, the first coupling unit may include a coupling unit configured to releasably engage the first rotatable element in the third rotary element and a coupling unit configured to releasably engage the third rotary element in the stationary element, and the second coupling unit may be configured to releasably engage the third rotary element in the fifth rotary element.

[0010] In the power transmission system, each of the first differential mechanism and the second differential mechanism may be a planetary gear mechanism, the first rotary element may be a ring gear, the second rotary element may be a solar gear, the third rotary element may be a support, the fourth rotary element may be a solar gear, the fifth rotary element may be a ring gear, the sixth rotary element may be a support, the first coupling unit may include a coupling unit configured to releasably engage the first rotatable element in the third rotary element and a coupling unit configured to releasably engage the third rotary element in the stationary element, and the second coupling unit may be configured to releasably engage the third rotary element in the fifth rotary element.

In the power transmission system, where a power division ratio in which an engine power is distributed between the fifth rotary element and the sixth rotary element in a state where the first coupling unit is coupled and the second unit The coupling is not coupled is a first power division ratio and a power division ratio in which the engine power is distributed between the fifth rotary element and the sixth rotary element in a state where the second coupling unit is coupled and the first coupling unit is not coupled is a second power split ratio, the first power split ratio may differ from the second power split ratio.

According to the first aspect of the invention, as the configuration described above is provided, the power division ratio at which engine power is distributed between the fifth rotary element and the sixth rotary element in a state where the first coupling unit is coupled and the second coupling unit is not coupled is allowed to be made different from the power division ratio in which engine power is distributed between the fifth rotary element and the sixth rotary element in a state where the second unit The coupling unit is coupled and the first coupling unit is not coupled. Even when a reduction ratio (Ne / No) which is the ratio of an engine speed (Ne) to an output shaft rotation speed (No) of the power transmission system is the same, but when the Power split ratio varies, a torque ratio (Tg / Te) from a first electric rotary machine torques (Tg) to a motor torque (Te) and a rotational speed ratio (Ng / Ne) of rotating speed of first electric rotary machine (Ng) to rotating speed of motor (Ne) both vary, with the result that a power ratio (Pg / Pe) of power of first rotary electric machine to a power of Engine speed also varies. Therefore, an increase in the rated torque or rated rotational speed of a rotary machine is reduced by selecting a power split ratio that has a small power ratio, so that an advantageous effect that a vehicle is capable of moving at a high engine power is obtained.

A second aspect of the invention provides a vehicle. The vehicle may include: the power transmission system according to the first aspect described above; the first electric rotary machine from which an operating status is controlled to control a differential status of the second differential mechanism, an increased torque of a motor torque being mechanically transmitted to the sixth rotary element when the differential status of the second differential mechanism is controlled in a state where the first coupling unit is coupled and the second coupling unit is released; the motor coupled to the first rotary element so that power is transmissible; a drive wheel coupled to the sixth rotary element; a second electric rotary machine coupled to the drive wheel so that power is transmissible; and an electronic control unit configured to, when the engine is started, operate the second coupling unit of a released state toward a coupled state in a state where the first coupling unit is coupled.

[0014] With the above configuration, when the engine is started generating a torque using the first electric rotary machine in a state where the first coupling unit is engaged and the second coupling unit is released, an increased torque of one torque The engine timing gear is mechanically transmitted to the sixth rotary element coupled to the drive wheel. Since motor synchronization torque is allowed to act directly on the sixth rotary element by operating the second released state coupling unit toward the coupled state in a state where the first coupling unit is coupled when the engine is started, it is possible to reduce a compensating torque compared to a compensating torque at the moment of starting the engine with the use of the first electric rotary machine. Thus, when the engine is started, it is possible to easily compensate for a drop in drive torque.

In the above vehicle, the electronic control unit may be set to, when the engine is started, emits a torque from the first electric rotary machine so that a drop in an output torque of the drive wheel is reduced.

With the above configuration, when the engine is started by operating the second released state coupling unit in the coupled state direction, not a torque (eg negative torque) that is used to start the engine is generated by the first machine. electric rotary but the torque (eg positive torque) is emitted from the first electric rotary machine so that a drive torque drop is reduced so that a compensating torque can be generated using the first electric rotary machine. Thus, for example, when all compensating torque is provided by the second electric rotary machine, it is possible to expand a motor drive region utilizing the second electric rotary machine, which is determined in advance so that the compensating torque is reserved.

On the above vehicle, the electronic control unit may be set to, when the engine is started, emits a torque from each of the first electric rotary machine and the second electric rotary machine so that a drop in output torque from the drive wheel is reduced.

With the above configuration, when the engine is started, a torque is emitted from each of the first electric rotary machine and the second electric rotary machine so that a drive torque drop is reduced so that it is possible to generate compensating torque using the first electric rotary machine and the second electric rotary machine. This makes it easy to reduce a shock at engine starting.

[0019] In the vehicle above, the electronic control unit may be set to adjust a torque which is emitted from the first electric rotary machine to a predetermined value or less.

With the above configuration, a compensating torque that is generated by the first electric rotary machine acts in one direction to reduce the rotational speed of the second rotary element (ie each of the rotary elements of the first differential mechanism which are integrally rotated as a result of coupling the first coupling unit) coupled to the fourth rotary element (ie, the compensating torque acts as a reaction touch on the second coupling unit that is operated from the released state toward the coupled state). ). As a torque that is emitted from the first electric rotary machine is adjusted to the predetermined value or less, it is possible to achieve both an increase in engine speed by using the second coupling unit and compensation for a drive torque drop. using the first electric rotary machine.

In the above vehicle, the electronic control unit may be configured to reduce a torque that is emitted from the first electric rotary machine as a vehicle travel load decreases.

[0022] With the above configuration, an offset torque is directly actuated on the drive wheel in the offset for a drive torque drop using the second electric rotary machine, so it is relatively easy to control the magnitude of the torque. compensation; whereas a reaction touch is exerted by using the second coupling unit being operated from the released state towards the coupled state in a sliding state in compensation for a drive torque drop using the first electric rotary machine. , so it is relatively difficult to control the magnitude of the compensating torque acting on the drive wheel. As a torque that is emitted from the first electric rotary machine is reduced as the vehicle travel load decreases, that is, an output torque margin of the second electric rotary machine relatively increases, the compensating torque that is generated by the second rotary machine is increased, with the result that it is possible to steadily compensate for a drop in drive torque. This makes it easy to reduce a shock at engine starting.

[0023] In the above vehicle, the electronic control unit may be configured to output from the first electric rotary machine a torque by which a torque from the second electric rotary machine is insufficient to torque to reduce a drop in output torque from the machine. drive wheel.

[0024] With the above configuration, it is relatively easy to control the magnitude of one compensation torque in the compensation for a drive torque drop using the second electric rotary machine, while it is relatively difficult to control the magnitude of the compensation torque that acts on the drive wheel in compensation for a drive torque drop using the first electric rotary machine. As a torque whereby the torque of the second electric rotary machine is insufficient for a torque to reduce a drive torque drop is emitted from the first electric rotary machine, a compensating torque that is generated by the second electric rotary machine is emitted at preference to a compensating torque that is generated by the first electric rotary machine, so that it is possible to compensate stably for a drop in drive torque. This makes it easy to reduce a shock at engine starting.

[0025] In the vehicle above, the electronic control unit may be set to, when the engine is started, emits a torque from the first electric rotary machine under a return control so that an engine speed varies over a given value. target.

With the above configuration, a variation in engine speed tends to fluctuate by starting the engine operating the second released state coupling unit in the direction of the coupled state, so that the combustion stability of the engine can be impaired. Since a torque is emitted from the first electric rotary machine under return control so that the engine's rotational speed is varied over the target value at the moment the engine is started, it is possible to reduce fluctuations by a variation in the rotational speed. the engine using the first electric rotary machine which is higher in response than the operation of the second coupling unit. Thus, it is easy to ensure the combustion stability of the engine.

[0027] In the vehicle above, the electronic control unit may be configured to perform engine start control to operate the second released state coupling unit in the coupled state direction in a state where the first coupling unit is coupled. when the controllability at the time of operating the second coupling unit is higher than a predetermined criterion, and performing the engine start control to increase an engine speed with the use of the first electric rotary machine in a state where the The first coupling unit is coupled and the second coupling unit is released when controllability at the time of operating the second coupling unit is lower than the predetermined criterion.

With the above configuration, when the controllability at the time of operating the second coupling unit is lower than the predetermined criterion, the engine start control to increase engine speed with the use of the first rotary machine. In a state where the first coupling unit is coupled and the second coupling unit is released, it is possible to ensure the response of a motor start.

In the above vehicle, the electronic control unit may be configured to narrow a motor drive region in the case where the controllability at the time of operating the second coupling unit is lower than the predetermined criterion compared to a region. In this case the controllability at the time of operating the second coupling unit is higher than the predetermined criterion, and the motor drive may be a driving mode in which the vehicle travels using the second electric rotary machine. as a source of drive power in a state where engine operation is stopped.

With the above configuration, when the engine is started generating torque using the first electric rotary machine in a state where the first coupling unit is engaged and the second coupling unit is released, a required compensating torque increases. . As the motor drive region in the case where the controllability at the time of operating the second coupling unit is lower than the predetermined criterion is narrower than the motor drive region in the case where the controllability at the time of operating If the second coupling unit is higher than the preset criterion, it is easy to reserve an output torque margin of the second electric rotary machine (ie, it is easy to reserve a compensating torque that is generated by the second electric rotary machine) at the moment. motor starter.

In the above vehicle, the electronic control unit may be configured for at least one of when the operating oil temperature to operate the second coupling unit is higher than a predetermined oil temperature and when the Operating oil is lower than a second predetermined oil temperature that is higher than the predetermined oil temperature, determining that the controllability at the time of operating the second coupling unit is higher than the predetermined criterion.

With the above configuration, the response of the second coupling unit may decrease due to a high operating oil viscosity in case where the operating oil temperature for operating the second coupling unit is low, and the response of the second coupling unit. Coupling unit may decrease due to leakage of operating oil from the clearances, and the like, of valves associated with the hydraulic pressure supply to the second coupling unit in case where the operating oil temperature is high. How is it determined if the controllability at the time of operating the second coupling unit is higher or lower than the predetermined criterion based on operating oil temperature to operate the second coupling unit and when the controllability (which is synonymous of response) of the second coupling unit is lower than the predetermined criterion, the motor starting control with the use of the first electric rotary machine is performed to ensure a smooth starting of the motor, it is possible to ensure the response of an engine start.

In the above vehicle, the second differential mechanism may include a single pinion planetary gear mechanism of which one of a solar gear and a ring gear is the fourth rotary element, the other of the solar gear and the ring gear is The fifth rotating element and a support is the sixth rotating element.

With the above configuration, the second differential mechanism includes a single pinion planetary gear mechanism of which one of the solar gear and ring gear is the fourth rotary element, the other of the solar gear and ring gear is the fifth rotary element and the bracket is the sixth rotary element, so when the differential status of the second differential mechanism is controlled in a state where the first coupling unit is engaged and the second coupling unit is released, an increased torque of the torque of the engine is mechanically transmitted to the sixth rotary element.

A third aspect of the invention provides a vehicle. The vehicle may include: the power transmission system according to the first aspect described above; the first electric rotary machine from which an operating status is controlled to control a differential status of the second differential mechanism; the motor coupled to the first rotary element so that power is transmissible; a drive wheel coupled to the sixth rotary element; a second electric rotary machine coupled to the drive wheel so that power is transmissible; and an electronic control unit configured to, when the engine is started, operate the second coupling unit of a released state toward a coupled state in a state where the first coupling unit is coupled, and when the engine is started. emit a torque from the first electric rotary machine so that a drop in a drive wheel output torque is reduced.

With the above configuration, when the engine is started, not a torque (eg positive torque) that is used to start the engine is generated by the first electric rotary machine in a state where the first coupling unit is coupled and the second coupling unit is released but the second coupling unit is operated from the released state toward the coupled state in a state where the first coupling unit is coupled and a torque (eg negative torque) is emitted from the first rotary machine. so that a drop in drive torque is reduced so that a compensating torque can be generated by using the first electric rotary machine. Thus, when the engine is started, it is possible to easily compensate for a drop in drive torque.

In the above vehicle, the electronic control unit may be set to, when the engine is started, emits a torque from each of the first electric rotary machine and the second electric rotary machine so that a drop in output torque from the drive wheel is reduced.

With the above configuration, when the engine is started, a torque is emitted from each of the first electric rotary machine and the second electric rotary machine so that a drive torque drop is reduced, so that it is A compensating torque can be generated by using both the first electric rotary machine and the second electric rotary machine. This makes it easy to reduce a shock at engine starting.

[0039] In the vehicle above, the electronic control unit may be set to adjust a torque which is emitted from the first electric rotary machine to a predetermined value or less.

With the above configuration, a compensating torque that is generated by the first electric rotary machine acts in one direction to reduce the rotational speed of the second rotary element (i.e. the rotary elements of the first differential mechanism, which are integrally rotated as a result of coupling the first coupling unit) coupled to the fourth rotary element (ie, the compensating torque acts as a reaction touch on the second coupling unit that is operated from the released state toward the coupled state). As the torque that is emitted from the first electric rotary machine is adjusted to the predetermined value or less, it is possible to achieve both an increase in engine speed by using the second coupling unit and to compensate for a drop in drive torque with the use of the first electric rotary machine.

[0041] In the vehicle above, the electronic control unit may be configured to reduce a torque that is emitted from the first electric rotary machine as a vehicle travel load decreases.

With the above configuration, a compensation torque is made to actuate directly on the drive wheel in compensation for a drive torque drop using the second electric rotary machine, so it is relatively easy to control the magnitude of the compensation torque; whereas, a reaction touch is exerted by using the second coupling unit being operated from the released state toward the coupled state in a sliding state in the compensation for a drive torque drop using the first electric rotary machine. , so it is relatively difficult to control the magnitude of the compensating torque acting on the drive wheel. As a torque that is emitted from the first electric rotary machine is reduced as the vehicle travel load decreases, that is, an output torque margin of the second electric rotary machine relatively increases, the compensating torque that is generated by the second rotary machine is increased so that it is possible to compensate stably for a drop in drive torque. This makes it easy to reduce a shock at engine starting.

[0043] In the above vehicle, the electronic control unit may be configured to emit from the first electric rotary machine a torque by which a torque from the second electric rotary machine is insufficient to a torque to reduce a drop in output torque from the drive wheel.

With the above configuration, it is relatively easy to control the magnitude of the compensating compensation torque for a drive torque drop using the second electric rotary machine, while it is relatively difficult to control the magnitude of a compensating torque that acts on the drive wheel in compensation for a drive torque drop using the first electric rotary machine. As a torque by which the torque of the second electric rotary machine is insufficient for a torque to reduce a drive torque drop is emitted from the first electric rotary machine, a compensating torque that is generated by the second electric rotary machine is emitted in preference to a compensating torque that is generated by the first electric rotary machine, so that it is possible to stably compensate for a drop in drive torque. This makes it easy to reduce a shock at engine starting.

In the above vehicle, the electronic control unit may be set to, when the engine is started, emits a torque from the first electric rotary machine under a feedback control so that a motor speed varies over a given value. target.

With the above configuration, a variation in engine speed will tend to fluctuate by starting the engine operating the second released state coupling unit in the direction of the coupled state, so that the combustion stability of the engine may be impaired. Since a torque is emitted from the first electric rotary machine under the return control so that the engine's rotational speed is varied over the target value at the moment the engine is started, it is possible to reduce fluctuations by a variation in the speed of the engine. engine speed using the first electric rotary machine that is higher in response than the operation of the second coupling unit. Thus, it is easy to ensure the combustion stability of the engine.

In the above vehicle, the electronic control unit may be configured to perform a motor start control to operate the second released state coupling unit in the coupled state direction in a state where the first coupling unit is coupled when controllability at the time of operating the second coupling unit is higher than a predetermined criterion, and performing a motor start control to increase an engine speed with the use of the first electric rotary machine in a state where the first coupling unit is coupled and the second coupling unit is released when controllability at the time of operating the second coupling unit is lower than the predetermined criterion.

With the above configuration, when the controllability at the time of operating the second coupling unit is lower than the predetermined criterion, the engine start control to increase engine speed with the use of the first rotary machine. In a state where the first coupling unit is coupled and the second coupling unit is released, it is possible to ensure the response of a motor start.

In the above vehicle, the electronic control unit may be configured to narrow a motor drive region in the case where the controllability at the time of operating the second coupling unit is lower than the predetermined criterion compared to a region. In this case the controllability at the time of operating the second coupling unit is higher than the predetermined criterion, and the motor drive may be a driving mode in which the vehicle travels using the second electric rotary machine. as a source of drive power in a state where engine operation is stopped.

[0050] With the above configuration, when the engine is started generating a torque using the first electric rotary machine in a state where the first coupling unit is engaged and the second coupling unit is released, a compensating torque is emitted. using only the second electric rotary machine. As the motor drive region in the case where controllability at the time of operating the second coupling unit is lower than the predetermined criterion is narrower than the motor drive region in the case where the controllability at the moment When operating the second coupling unit is higher than the predetermined criterion, it is easy to reserve an output torque margin of the second electric rotary machine (ie, it is easy to reserve a compensating torque that is generated by the second electric rotary machine). at engine starting time.

In the above vehicle, the electronic control unit may be configured for at least one of when an operating oil temperature to operate the second coupling unit is higher than a predetermined oil temperature and when the Operating oil is lower than a second predetermined oil temperature that is higher than the predetermined oil temperature, determining that the controllability at the time of operating the second coupling unit is higher than the predetermined criterion.

With the above configuration, the response of the second coupling unit may decrease due to a high operating oil viscosity in case where the operating oil temperature for operating the second coupling unit is low, and the response of the second coupling unit. Coupling unit may decrease due to leakage of operating oil from the clearances, and the like, of valves associated with the hydraulic pressure supply to the second coupling unit in case where the operating oil temperature is high. How is it determined if the controllability at the time of operating the second coupling unit is higher or lower than the predetermined criterion based on operating oil temperature to operate the second coupling unit and when controllability (which is synonymous with of the second coupling unit is lower than the predetermined criterion, a motor starting control using the first electric rotary machine is performed to ensure a smooth starting of the motor, it is possible to ensure the response of a engine starting.

[0053] In the above vehicle, the second differential mechanism may include a single pinion planetary gear mechanism of which one of a solar gear and a ring gear is the fifth rotary element, the other of the solar gear and the ring gear is the sixth rotating element and a support is the fourth rotating element.

[0054] With the above configuration, the second differential mechanism includes a single pinion planetary gear mechanism of which one of the solar gear and ring gear is the fifth rotary element, the other of the solar gear and ring gear is the sixth rotary element and the bracket is the fourth rotary element, so when the differential status of the second differential mechanism is controlled in a state where the first coupling unit is engaged and the second coupling unit is released, a reduced torque of the torque of the engine is mechanically transmitted to the sixth rotary element.

BRIEF DESCRIPTION OF DRAWINGS

Features, advantages, and technical and industrial significance of exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which like numbers denote like elements, and wherein: Figure 1 is a schematic view showing a gear train of a hybrid vehicle according to a first embodiment of the invention;

Figure 2 is a control block diagram of a main part in the vehicle shown in Figure 1;

Figure 3 is an operating coupling graph showing the relationship between each drive mode and the operating status of each coupling unit in the vehicle shown in Figure 1;

Figure 4A through Figure 4H are nomograms relative to the vehicle drive modes shown in Figure 1;

Figure 5 is a graph showing the relationship between a reduction ratio and a torque ratio in each of a first HV (O / D) mode and a second HV (U / D) mode in the vehicle shown in Figure 1. ;

Figure 6 is a graph showing the relationship between a reduction ratio and a rotational speed ratio in each of the first HV (O / D) mode and the second HV (U / D) mode in the vehicle shown in Figure 1;

Figure 7 is a graph showing the relationship between a reduction ratio and a power ratio in each of the first HV (O / D) mode and the second HV (U / D) mode in the vehicle shown in Figure 1;

Figure 8 is a schematic view showing a gear train of a hybrid vehicle according to a second embodiment of the invention;

Figure 9 is an operating coupling graph showing the relationship between each drive mode and the operating status of each coupling unit in the vehicle shown in Figure 8;

Figure 10A through Figure 10G are nomograms relative to the vehicle drive modes shown in Figure 8;

Figure 11 is a schematic view showing a gear train of a hybrid vehicle according to a third embodiment of the invention;

Figure 12 is an operating coupling graph showing the relationship between each drive mode and the operating status of each coupling unit in the vehicle shown in Figure 11;

Figure 13A through Figure 13G are nomograms relative to the vehicle drive modes shown in Figure 11;

Figure 14 is a schematic view showing a gear train of a hybrid vehicle according to a fourth embodiment of the invention;

Figure 15 is an operating coupling graph showing the relationship between each drive mode and the operating status of each coupling unit in the vehicle shown in Figure 14;

Figure 16A through Figure 16H are nomograms relative to the vehicle drive modes shown in Figure 14;

Figure 17 is a schematic view showing a gear train of a hybrid vehicle according to a fifth embodiment of the invention;

Figure 18 is a view illustrating the schematic arrangement of devices for displacement of a vehicle according to a sixth embodiment of the invention and also illustrating a relevant portion of the control system for controlling the devices;

Figure 19 is an operating coupling graph showing the operating status of each coupling unit in each drive mode;

Figure 20 is an EV mode nomogram of a motor;

Figure 21 is a two-motor EV mode nomogram;

Figure 22 is an HV O / D mode nomogram in HV drive mode;

Figure 23 is a nomogram at the moment when the vehicle is moving forward in HV U / D mode in HV drive mode;

Figure 24 is a nomogram at the moment when the vehicle shifts backwards in HV U / D mode in HV drive mode in case of reverse engine entry;

Figure 25 is a nomogram at the moment when the vehicle shifts backwards in HV U / D mode in HV drive mode in the case of forward engine input;

Figure 26 is a fixed run mode nomogram in HV drive mode in the case of direct coupling;

Figure 27 is a nomogram in fixed travel mode in HV drive mode in case of output shaft clamping;

Figure 28 is a graph showing an example of a rotational speed ratio of a MG1 rotational speed to an engine rotational speed and an example of a rotational speed ratio of a MG2 rotational speed to a speed. engine speed;

Figure 29 is a graph showing an example of a power ratio of an MG1 power to an engine power and an example of a power ratio of an MG2 power to an engine power;

Figure 30 is a view showing an example of a drive mode change map that is used in the control to change the drive mode between motor drive and electric motor drive in the case where the vehicle travels while sustaining a trip state. charge;

Figure 31 is a view showing an example of a drive mode change map that is used in the control to change the drive mode between motor drive and electric motor drive in the case where the vehicle travels while consuming the power state. charge;

Figure 32 is a view illustrating an example of the case where an engine speed is increased to start an engine generating a torque of MG1 in a state where a clutch C1 is engaged in an engine's EV mode;

Fig. 33 is a view illustrating an example of the case where the engine speed is increased to start the engine operating a clutch CR from a released state to a coupled state in a state where clutch C1 is engaged in EV mode. an engine;

Figure 34 is a view illustrating an example of the case where a first electric rotary machine is made to emit a compensating torque at the moment when the engine is started by operating the released state clutch CR toward the coupled state in a state where the clutch is engaged. C1 is engaged in the EV mode of a motor;

Figure 35 is a graph illustrating a CR torque that is required to be generated on the CR clutch in the case where the first electric rotary machine issues a compensating torque;

Figure 36 is a flow chart illustrating a relevant portion of control operations of an electronic control unit, that is, control operations to make it easy to compensate for a drive torque drop at the moment the engine is started;

Fig. 37 is a view showing an example of a time graph in the case where the control operations shown in the flow chart of Fig. 36 are performed;

Figure 38 is a flow chart illustrating a relevant portion of control operations of the electronic control unit, that is, control operations for changing an EV region based on a response at the time when the CR clutch is operated according to seventh and eleventh embodiments of the invention;

Fig. 39 is a view illustrating the schematic arrangement of devices for displacing a vehicle according to an eighth embodiment of the invention and also illustrating a different vehicle from the vehicle shown in Fig. 18;

Figure 40 is an operating coupling chart showing the operating status of each coupling unit in each drive mode on the vehicle shown in Figure 39;

Figure 41 is an EV mode nomogram of an engine in the vehicle shown in Figure 39;

Fig. 42 is an EV mode nomogram of two engines in the vehicle shown in Fig. 39;

Figure 43 is a nomogram at the moment when the vehicle moves forward in the HV O / D mode in the HV drive mode in the vehicle shown in Figure 39;

Figure 44 is a nomogram at the moment when the vehicle shifts backwards in the HV O / D mode in the HV drive mode in the vehicle shown in Figure 39;

Figure 45 is a nomogram at the moment when the vehicle moves forward in HV U / D mode in the HV drive mode in the vehicle shown in Figure 39 in the case of low idle entry;

Figure 46 is a nomogram at the time when the vehicle is moving forward in HV U / D mode in the HV drive mode in the vehicle shown in Figure 39 in the case of high gear entry;

Figure 47 is a fixed run mode nomogram in the vehicle HV drive mode shown in Figure 39 in the case of direct coupling;

Figure 48 is a fixed-mode nomogram in vehicle HV drive mode shown in Figure 39 in the case of O / D;

Fig. 49 is a view illustrating the schematic arrangement of devices for displacing a vehicle according to a ninth embodiment of the invention and also illustrating a vehicle other than the vehicle shown in Figure 18 or the vehicle shown in Figure 39;

Fig. 50 is an EV mode nomogram of an engine in the vehicle shown in Fig. 49;

Fig. 51 is a view illustrating the schematic arrangement of devices for displacement of a vehicle according to a tenth embodiment of the invention and also illustrating a relevant portion of the control system for controlling the devices;

Figure 52 is an operating coupling graph showing the operating status of each coupling unit in each drive mode;

Fig. 53 is an EV mode nomogram of a motor;

Fig. 54 is a two-motor EV mode nomogram;

Figure 55 is a nomogram at the moment when the vehicle is moving forward in HV O / D mode in HV drive mode;

Fig. 56 is a nomogram in HV U / D mode in HV trigger mode;

Figure 57 is a nomogram at the moment when the vehicle shifts backwards in HV O / D mode in HV drive mode in case of reverse engine entry;

Figure 58 is a nomogram at the moment when the vehicle shifts backwards in the HV O / D mode in the HV drive mode in the case of forward engine input;

Figure 59 is a fixed run mode nomogram in HV drive mode in the case of direct coupling;

Fig. 60 is a nomogram in fixed travel mode in HV drive mode in case of output shaft clamping;

Fig. 61 is a view illustrating an example of the case where an engine speed is increased to start an engine generating a torque of MG1 in a state where a clutch C1 is engaged in an engine's EV mode;

Fig. 62 is a view illustrating an example in the case where the engine speed is increased and the engine is started by operating the released state clutch CR toward the coupled state in a state where the C1 clutch is engaged in EV mode. of an engine and the first electric rotary machine is made to emit a compensating torque;

Fig. 63 is a flow chart illustrating a relevant portion of control operations of an electronic control unit, that is, control operations to make it easy to compensate for a drive torque drop at the moment the engine is started;

Fig. 64 is a view showing an example of a time graph in the case where the control operations shown in the flow chart of Fig. 63 are performed;

Fig. 65 is a view illustrating the schematic arrangement of devices for displacing a vehicle according to a twelfth embodiment of the invention and also illustrating a different vehicle from the vehicle shown in Fig. 51;

Fig. 66 is an operating coupling graph showing the operating status of each coupling unit in each drive mode on the vehicle shown in Figure 65;

Fig. 67 is an EV mode nomogram of an engine in the vehicle shown in Fig. 65;

Fig. 68 is an EV mode nomogram of two engines in the vehicle shown in Fig. 65;

Figure 69 is a nomogram at the time when the vehicle is moving forward in the HV O / D mode in the HV drive mode in the vehicle shown in Figure 65 in the case of low gear entry;

Figure 70 is a nomogram at the moment when the vehicle moves forward in HV O / D mode in the HV drive mode in the vehicle shown in Figure 65 in the case of high gear entry;

Figure 71 is a nomogram at the moment when the vehicle shifts backwards in the HV O / D mode in the HV drive mode in the vehicle shown in Figure 65 in the case of high gear entry;

Figure 72 is a HV U / D mode nomogram in the vehicle HV drive mode shown in Figure 65.

Fig. 73 is a fixed-mode nomogram in HV drive mode in the vehicle shown in Fig. 65 in the case of direct coupling;

Fig. 74 is a fixed gear mode nomogram in the vehicle HV drive mode shown in Fig. 65 in the case of U / D; and Figure 75 is a view illustrating the schematic arrangement of devices for displacing a vehicle according to a thirteenth embodiment of the invention and also illustrating a vehicle other than the vehicle shown in Figure 51 or the vehicle shown in Figure 65.

DETAILED DESCRIPTION OF MODALITIES

One aspect of the invention relates to a power transmission system for transmitting power to an engine. The power transmission system includes a first differential mechanism, a second differential mechanism, a first coupling unit and a second coupling unit. The first differential mechanism is connected to the engine. The second differential mechanism is connected to the first differential mechanism. The first coupling unit is provided in association with the first differential mechanism. The second coupling unit is capable of releasably coupling one of the rotating elements of the first differential mechanism to one of the rotating elements of the second differential mechanism. The first differential mechanism includes a first rotary element, a second rotary element, and a third rotary element. The first rotary element is connected to the motor. The first differential mechanism is optimally a planetary gear mechanism (first planetary gear mechanism). The second differential mechanism includes a fourth rotary element, a fifth rotary element and a sixth rotary element. The fourth rotary element is connected to the second rotary element of the first differential mechanism. The fifth rotary element is connected to the first electric rotary machine. The sixth rotary element is an output element of the second differential mechanism. In embodiments that will be described below, the sixth rotary element is connected to the wheels and a second electric rotary machine. The second differential mechanism is suitably a planetary gear mechanism (second planetary gear mechanism). The first planetary gear mechanism may be a single pinion planetary gear mechanism or a double pinion planetary gear mechanism. This also applies to the second planetary gear mechanism.

[0057] The first coupling unit is any of a coupling unit configured to releasably couple two of the first rotary element, the second rotary element and the third rotatable element together and a coupling unit configured to releasably couple the third element. rotary to a stationary element. On the other hand, the second coupling unit is capable of releasably coupling the third rotating element of the first differential mechanism to any of the fifth rotating element and the sixth rotary element of the second differential mechanism. In the embodiment of the invention, each of the first coupling unit and the second coupling unit is capable of operating as described below (so as to be selectively adjusted to a coupled state or a released state (unbound state)) such that a ratio of engine power output between the fifth rotary element (specifically, the first electric rotary machine) and the sixth rotary element (ie the output element of the second differential mechanism) by the first and second differential mechanisms, specifically, through the second differential mechanism, it is changed.

Hereinafter, embodiments of the invention will be described in detail with reference to the accompanying drawings. A first embodiment of the invention will be described with reference to Figure 1 through Figure 7. The present embodiment relates to a power transmission system TM1 for transmitting power to an engine, and is applied to a vehicle 100 as will be described below.

As shown in Figure 1, vehicle 100 according to the present embodiment is a hybrid vehicle (HV) which includes a motor 1, a first electric rotary machine MG1 and a second electric rotary machine MG2 as power sources, i.e. It is driving machines. Vehicle 100 may be a plug-in hybrid vehicle (PHV) that is rechargeable from an external power source. As shown in Figure 1 and Figure 2, vehicle 100 includes engine 1, a first planetary gear mechanism 10, a second planetary gear mechanism 20, the first electric rotary machine MG1, the second electric rotary machine MG2, a clutch ( first clutch) CL1, one clutch (second clutch) CLr, one BL1 brake, one differential unit 30, one HV ECU 50, one MG_ECU 60 and one engine ECU 70. Specifically, the power transmission system TM1 according to the first embodiment is installed between each of motor 1 and two electric rotary machines MG1, MG2 and a pair of drive wheels W. The TM1 power transmission system includes the first planetary gear mechanism 10, the second planetary gear mechanism 20, the first clutch CL1, the second clutch CLr and the brake BL1.

Engine 1 is an internal combustion engine that converts fuel combustion energy into the rotational motion of its output shaft and emits rotational motion. Motor output shaft 1 is connected to input shaft 2 of the power transmission system TM1. Input shaft 2 is arranged coaxially with motor output shaft 1 along the extended output shaft line. The input shaft 2 is connected to a first solar gear 11 of the first planetary gear mechanism 10.

[0061] The first planetary gear mechanism 10 is connected to motor 1, and is mounted on vehicle 100 as a first differential mechanism. The first differential mechanism transmits the rotation of motor 1. The first planetary gear mechanism 10 is an input side differential mechanism, and is disposed through the second planetary gear mechanism 20 of motor 1. The first planetary gear mechanism 10 is of a single pinion type, and includes the first solar gear 11, first pinion gears 12, a first ring gear 13 and a first support 14. In the present first embodiment, the first solar gear 11 corresponds to a first rotatable element, first ring gear 13 corresponds to a third rotary element, and first support 14 corresponds to a second rotary element.

The first solar gear 11 is coupled to the input shaft 2, and rotates integrally with the input shaft 2. The first ring gear 13 is arranged coaxially with the first solar gear 11 on the radially outer side of the first solar gear 11. The first pinion gears 12 are arranged between the first solar gear 11 and the first ring gear 13. Each of the first pinion gears 12 is in engagement with the first solar gear 11 and the first ring gear 13. first pinion gears 12 are rotatably supported by the first bracket 14. Each of the first pinion gears 12 is pivotable around the central axis of the input shaft 2 together with the first bracket 14, and is supported by the first bracket 14 so to be rotated around the central geometry axis of the first pinion gear 12.

The first clutch CL1 is a coupling device (coupling unit) configured to releasably engage the first solar gear 11 on the first support 14. The first clutch CL1 may be, for example, a friction clutch; however, the first CL1 clutch is not limited to a friction clutch. In the present embodiment, the first CL1 clutch is controlled by hydraulic pressure to be coupled (including a fully coupled state) or released. The first fully coupled clutch (hereinafter simply referred to as coupled) CL1 couples first solar gear 11 to first support 14, and rotates first solar gear 11 and first support 14 integrally. The first fully coupled clutch CL1 restricts the differential movement of the first planetary gear mechanism 10. On the other hand, the first released (uncoupled) clutch disconnects the first solar gear 11 from the first bracket 14, and allows relative rotation between the first solar gear 11 and first support 14. That is, the first released clutch CL1 allows differential movement of the first planetary gear mechanism 10. The first clutch CL1 is allowed to be controlled to a sliding state which is a half coupled state. The first CL1 sliding clutch allows differential movement of the first planetary gear mechanism 10.

Brake BL1 is a brake device such as a coupling device (coupling unit) which is capable of restricting the rotation of the first ring gear 13. At least one of the BL1 brake and first clutch CL1 corresponds to the first unit. coupling according to the aspect of the invention. Brake BL1 includes a coupling element connected to the first ring gear 13 and a coupling element connected to a vehicle body side, such as a housing (stationary element) of the power transmission system. The BL1 brake is capable of releasably engaging the first ring gear 13 in the housing. The BL1 brake as well as the first CL1 clutch may be a friction clutch; however, the BL1 brake is not limited to a friction clutch. In the present embodiment, the BL1 brake is controlled by hydraulic pressure to be coupled (including a fully coupled state) or released. The fully engaged brake (hereinafter simply referred to as coupled) BL1 engages the first ring gear 13 on the vehicle body side, i.e. the stationary element, and restricts the rotation of the first ring gear 13. On the other hand, the released (uncoupled) brake BL1 disconnects the first ring gear 13 from the stationary element, and allows rotation of the first ring gear 13. The BL1 brake is allowed to be controlled to a sliding state that is a half coupled state. . Slip brake BL1 allows rotation of first ring gear 13.

The second planetary gear mechanism 20 according to the first embodiment is mounted on the vehicle 100 as a second differential mechanism. The second differential mechanism connects the first planetary gear mechanism 10 to the drive wheels W. The second planetary gear mechanism 20 is arranged coaxially with the first planetary gear mechanism 10 on the motor side with respect to the first planetary gear mechanism 10. The second planetary gear mechanism 20 is an output side differential mechanism disposed on the drive wheel side W with respect to the first planetary gear mechanism 10. The second planetary gear mechanism 20 is of a single pinion type, and includes a second solar gear 21, second pinion gears 22, a second ring gear 23 and a second support 24. In the first embodiment, the second solar gear 21 corresponds to a fifth rotary element, the second ring gear 23 corresponds to a sixth rotating element, and the second support 24 corresponds to a fourth rotating element.

The second ring gear 23 is arranged coaxially with the second solar gear 21 on the radially outer side of the second solar gear 21. The second pinion gears 22 are disposed between the second solar gear 21 and the second ring gear 23. Each of the second pinion gears 22 is in engagement with the second solar gear 21 and the second ring gear 23. Each of the second pinion gears 22 is rotatably supported by the second bracket 24. The second bracket 24 is connected to the first bracket 14 of the first planetary gear mechanism 10, and rotates integrally with the first bracket 14. Each of the second pinion gears 22 is pivotable about the center axis of the input shaft 2 together with the second bracket 24, and is supported by the second bracket 24 so as to be rotatable about the central geometric axis of the second pinion gear 22. The first bracket 14 is an output element of the first planetary gear mechanism 10. The first bracket 14 is capable of emitting rotation from motor 1 to the first planetary gear mechanism 10 to the second bracket 24.

[0067] A rotor shaft 33 of the first MG1 electric rotary machine is connected to the second solar gear 21. The rotor shaft 33 of the first MG1 electric rotary machine is arranged coaxially with the input shaft 2, and rotates integrally with the second solar gear 21. One counter drive gear 25 is connected to the second ring gear 23. Counter drive gear 25 rotates integrally with the second ring gear 23. The second ring gear 23 is an output element that is capable of rotary drive, inserted from the first electric rotary machine MG1 or the first planetary gear mechanism 10, to the drive wheels W and the second electric rotary machine MG2.

The second CLr clutch is configured to releasably engage the first ring gear 13 in the second solar gear 21. The second CLr clutch corresponds to the second coupling unit according to the aspect of the invention. As will be apparent from the following description, the second CLr clutch, or second coupling unit, serves as a switching device that is capable of changing a power split ratio in the first planetary gear mechanism 10 and the second planetary gear mechanism. 20 of the TM1 power transmission system. The second CLr clutch may be, for example, a friction clutch; however, the second CLr clutch is not limited to a friction clutch. In the present embodiment, the second clutch CLr is disposed on the radially inner side of the first electric rotary machine MG1. In the present embodiment, the second CLr clutch is controlled by hydraulic pressure to be coupled (including a fully coupled state) or released. The second fully coupled clutch (hereinafter simply referred to as coupled) CLr couples the first ring gear 13 to the second solar gear 21, and rotates the first ring gear 13 and the second solar gear 21 integrally. With this configuration, it is possible to distribute motor power 1 between the first electric rotary machine side MG1 and the wheel side in hybrid mode (HV mode) (described below) at a power split ratio other than a power ratio. power division that corresponds to the gear ratio of the second planetary gear mechanism 20. On the other hand, the released second clutch (not coupled) CLr disengages the first ring gear 13 of the second solar gear 21, and allows the power of engine 1, inserted from the first planetary gear mechanism 10 to the second planetary gear mechanism 20, is distributed at the power division ratio corresponding to the gear ratio of the second planetary gear mechanism 20. The second clutch CLr is allowed to be controlled to a sliding state that is a half coupled state.

[0069] Counter-drive gear 25 is in gear with a counter-driven gear 26. Counter-drive gear 26 is connected to a drive pinion gear 28 via a counter shaft 27. A reduction gear 35 is in gear with counter-driven gear 26. Reduction gear 35 is connected to rotor shaft 33 of second MG2 electric rotary machine. That is, the rotation of the second electric rotary machine MG2 is transmitted to the counter-driven gear 26 through the reduction gear 35. The reduction gear 35 has a smaller diameter than the counter driven gear 26. The reduction gear 35 reduces the rotation speed of the second electric rotary machine MG2, and transmits the rotation to the counter-driven gear 26.

[0070] Drive pinion gear 28 is in gear with a differential ring gear 29 of differential unit 30. Differential unit 30 is connected to drive wheels W through right and left axles 31.

[0071] In this mode, the second ring gear 23 is connected to the drive wheels W via the counter drive gear 25, the counter drive gear 26, the counter shaft 27, the drive pinion gear 28, the differential unit 30 and the spindles 31. The second electric rotary machine MG2 is connected in the drive force transmission path between the second ring gear 23 and the drive wheels W. The second electric rotary machine MG2 is capable of transmitting power (force for second ring gear 23 and drive wheels W.

Each of the first MG1 electric rotary machine and the second MG2 electric rotary machine has a function of a motor (electric motor) and the function of a generator. Each of the first MG1 electric rotary machine and the second MG2 electric rotary machine is connected to a battery via an inverter. Each of the first MG1 electric rotary machine and the second MG2 electric rotary machine is capable of converting electrical energy, which is supplied from the battery, to mechanical energy and emitting mechanical energy, and is also capable of converting mechanical energy to electrical energy being driven by the input power. The electric power generated by the electric rotary machines MG1, MG2 is allowed to be charged on the battery. Each of the first electric rotary machine MG1 as well as the second electric rotary machine MG2 may be, for example, a three-phase permanent magnet synchronous alternating current generator motor, and may also be a rotary machine of another type, such as a fluid motor. .

As shown in Figure 2, vehicle 100 includes an HV_ECU 50, an MG_ECU 60, and an engine ECU 70. Each of the ECUs 50, 60, 70 is an electronic control unit that includes a computer. The HVECU 50 has the function of controlling the entire vehicle 100. The MG_ECU 60 and engine ECU 70 are each electrically connected to the HV ECU 50. The HV_ECU 50, MG_ECU 60 and engine ECU 70 can be substantially configured. as a single electronic control unit as a whole.

[0074] MG_ECU 60 is capable of controlling the first MG1 electric rotary machine and the second MG2 electric rotary machine. For example, MG_ECU 60 is capable of controlling the rotational speed of the first electric rotary machine MG1 by controlling the current frequency that is supplied to the first electric rotary machine MG1, and is capable of controlling the rotational speed of the second electric rotary machine. MG2 controlling the frequency of current that is supplied to the second electric rotary machine MG2. The MG_ECU 60 is also capable of controlling the output torque of the first electric rotary machine MG1 by adjusting the supply current value, and is capable of controlling the output torque of the second electric rotary machine MG2 by adjusting the supply current value.

Engine ECU 70 is capable of controlling engine 1. For example, engine ECU 70 is capable of controlling the openness of an engine 1 electronic butterfly valve, controlling engine ignition 1 by signaling and control fuel injection to engine 1. Engine ECU 70 is capable of controlling engine output torque 1 through opening degree control over electronic butterfly valve, ignition control, injection control , and the like.

[0076] One vehicle speed sensor, one throttle operation amount sensor, one MG1 speed speed sensor, one MG2 speed speed sensor, one output shaft speed speed sensor, one sensor HV_ECU 50. With these sensors, the HV ECU 50 is capable of acquiring a vehicle speed, an amount of throttle operation, the rotation speed of the first MG1 electric rotary machine, the speed of rotation of the second electric rotary machine MG2, the rotation speed of the output shaft (counter axis 27) of the TM1 power transmission system, a battery SOC state, and the like.

The HV_ECU 50 is capable of calculating a required drive force, required power, required torque, or the like, of vehicle 100 based on the portions of information acquired. The HVECU 50 determines the output torque (MG1 torque) of the first MG1 electric rotary machine, the output torque (MG2 torque) of the second MG2 electric rotary machine, and the motor 1 based output torque (motor torque). at the calculated required value, and determines an integrated output torque of those output torques. The HV ECU 50 issues a torque command value from MG1 and a torque command value from MG2 to MG_ECU 60. The HV_ECU 50 issues a motor torque command value to the ECU 70 motor.

The HV_ECU 50 has a function of a control unit for each of the first CL1 clutch, the second CLr clutch and the BL1 brake. The HV ECU 50 controls the status (ie, hydraulic pressure supplied) of the first CL1 clutch, second CLr clutch and brake based on a selected drive mode (described later), and the like. The HV ECU 50 gives a command value of a hydraulic pressure (coupling pressure) P CL1 which is supplied to the first clutch CL1, a command value of a hydraulic pressure (coupling pressure) P_CLr which is supplied to the second clutch CLr, and a command value of a hydraulic pressure (coupling pressure) P_BL1 which is supplied to brake BL1. A hydraulic controller (not shown) controls the hydraulic pressures that are respectively supplied to the CL1, CLr and brake BL1 clutches in response to the coupling pressure command values P_CL1, P_CLr, P BL1. Specifically, as for the control over the hydraulic pressures that are respectively supplied to the CL1, CLr and BL1 clutches, the HV ECU 50 has programs, data, and the like, determined in advance from experiments, and performs a control over these. hydraulic pressures supplied based on these programs, data, and the like. Specifically, these programs, data, and the like are determined in consideration of the performance of each of the first and second electric rotary machines MG1, MG2 and the operating characteristics of drive modes (described later). The HV_ECU 50 selects an optimal drive mode based on the vehicle's operating status (eg, throttle operating amount), and the like, and controls the hydraulic pressures that are respectively supplied by the CL1, CLr and brake clutches. BL1.

Vehicle 100 is capable of selectively performing hybrid drive (HV) or EV drive. HV drive is a drive mode in which vehicle 100 is moved while engine 1 is used as a power source. In HV drive, in addition to motor 1, the second electric rotary machine MG2 can also be used as a power source. EV drive is a drive mode in which vehicle 100 is moved while at least one of the first MG1 electric rotary machine and the MG2 second electric rotary machine is used as a power source. In EV triggering, vehicle 100 is able to travel while engine 1 is stopped.

In the present embodiment, the vehicle 100 has one-engine EV mode and two-engine EV mode as an EV trigger mode. An engine's EV mode is a mode in which vehicle 100 is made to travel while the second electric rotary machine MG2 is used as a single power source. Dual engine EV mode is a mode in which vehicle 100 is made to move while the first electric rotary machine MG1 and the second electric rotary machine MG2 are used as power sources. Hereafter, these EV triggering modes will be initially described.

In the operation coupling graph of Figure 3, a circle mark on the first clutch column CL1, the brake column BL1 and the second clutch column CLr indicates a coupled state, and a void indicates a released state or a unbound state. A triangle mark indicates that either the first CL1 clutch and the second CLr clutch are engaged and the other is released. In the nomograms in Figure 4A through Figure 4H, Figure 10A through Figure 10G, Figure 13A through Figure 13G, and Figure 1A through Figure 16H, which will be described below, an open square mark indicates a rotating element in which the first electric rotary machine MG1 is connected, solid circle mark indicates a rotary element connected to the second electric rotary machine MG2 (ie the output element of the second planetary gear mechanism 20), an open circle mark indicates a rotary element connected to motor 1 , and an arrow indicates the output torque (power) of the corresponding rotary element. In these nomograms, the outlined clutch CL1 indicates a released state, and the hatched clutch CL1 indicates a coupled state. In these nomograms, a line referring to the first planetary gear mechanism 10 is indicated by a continuous line, and the line referring to the second planetary gear mechanism 20 is indicated by a dashed line.

Figure 4A is a nomogram referring to the EV mode of a motor. In the nomogram, reference symbols S1, C1, R1 respectively denote first solar gear 11, first support 14 and first ring gear 13, and reference symbols S2, C2, R2 respectively indicate second solar gear 21, the second support 24 and the second ring gear 23.

In EV mode of an engine, the first CL1 clutch, the BL1 brake and the second CLr clutch are released. As brake BL1 is released, rotation of the first ring gear 13 is permitted. As the first clutch CL1 is released, differential movement of the first planetary gear mechanism 10 is allowed. The HVECU 50 causes the vehicle 100 to generate a drive force in the forward travel direction causing the second electric rotary machine MG2 to output positive torque through the MG_ECU 60. The second ring gear 23 rotates in the positive direction in synchronization. with rotation of drive wheels W. Rotation in the positive direction is defined as the rotation of the second ring gear 23 at the moment when vehicle 100 moves forward. The first support 14 rotates with the second support 24 in the positive direction. The first and second planetary gear mechanisms 10, 20 are in a neutral state where each of the first CL1 clutch, second CLr clutch and BL1 brake is released, so that motor 1 and first electric rotary machine MG1 do not cog. , and the first solar gear 11 and the second solar gear 21 stop rotation.

When vehicle 100 is moving in an engine's EV mode, there may be a case where the battery charge state becomes full and, as a result, regenerative energy cannot be recovered. In this case, it is also conceivable to use the motor brake. When the first CL1 clutch or second CLr clutch is engaged, motor 1 is connected to drive wheels W so that the engine brake can be applied to drive wheels W. As indicated by the triangular marks in Figure 3, when the first clutch CL1 or the second clutch CLr is engaged in an engine's EV mode, engine 1 is placed in a corotation state, and the engine brake state is adjusted by increasing engine speed with the use of the first engine. MG1 electric rotary machine.

In two-engine EV mode, the HV ECU 50 engages the first clutch CL1 and the brake BL1 (the second clutch CLr is released). Figure 4B is a nomogram referring to the two-motor EV mode. As the first clutch CL1 is engaged, the differential movement of the first planetary gear mechanism 10 is restricted. As brake BL1 is engaged, rotation of the first ring gear 13 is restricted. Therefore, the rotation of all rotating elements of the first planetary gear mechanism 10 stops. As rotation of the first support 14 which is an output element is restricted, the second support 24 connected to the first support 14 is locked to a zero rotation speed.

[0086] The HV_ECU 50 causes each of the first MG1 electric rotary machine and the MG2 second electric rotary machine to torque to propel the vehicle 100. Since the rotation of the second support 24 is restricted, the second support 24 exerts a force torque reaction of the first MG1 electric rotary machine, so that it is possible to emit the torque of the first MG1 electric rotary machine of the second ring gear 23. The first MG1 electric rotary machine is capable of causing a positive torque to be emitted of second ring gear 23 emitting a negative torque to rotate in the negative direction at the moment when vehicle 100 moves forward. On the other hand, when vehicle 100 moves backwards, the first electric rotary machine MG1 is capable of causing a negative torque to be emitted from the second ring gear 23 by emitting a positive torque to rotate in the positive direction.

The HV trigger mode according to the first embodiment includes a first HV mode (O / D input split mode), a second HV mode (sub gear input split mode ( O / D)) and a third HV mode (fixed travel mode).

Initially, the first HV mode will be described. In HV drive in the first HV mode, the second planetary gear mechanism 20 is basically placed in a differential state, and the first planetary gear mechanism 10 that serves as a transmission unit is switched between low gear (Lo). and high gear (Hi). Figure 4C is a nomogram for a low idle drive mode (first OD Lo mode) in HV drive in the first HV mode. Figure 4D is a nomogram for a high idle drive mode (first OD Hi mode) in HV drive in the first HV mode. In the first HV mode, the second CLr clutch is released (set to an unbound state).

In the first OD Lo mode, the HV ECU 50 releases the first CL1 clutch and engages the BL1 brake (releases the second CLr clutch). As brake BL1 is engaged, rotation of the first ring gear 13 is restricted. Motor power 1 is transmitted from first bracket 14 to second bracket 24. Rotation (from motor 1) inserted into second bracket 24 is increased in speed in second planetary gear mechanism 20, and is emitted from second ring gear 23 That is, an overdrive (O / D) state is established.

In the first Hi Hi mode, the HV_ECU 50 engages the first CL1 clutch and releases the BL1 brake (releases the second CLr clutch). As the first clutch CL1 is coupled, the differential movement of the first planetary gear mechanism 10 is restricted, and the first solar gear 11, first ring gear 13 and the first support 14 of the first planetary gear mechanism 10 rotate integrally. In the first embodiment, the first bracket 14 of the first planetary gear mechanism 10 is connected to the second bracket 24 of the second planetary gear mechanism 20, so that the rotation of motor 1 is increased in speed in the second planetary gear mechanism 20 , and is emitted from the second ring gear 23. That is, an overdrive (O / D) state is established.

At the moment when vehicle 100 shifts backwards in the first HV mode, as in the case of the first OD Hi mode, the HVECU 50 engages the first CL1 clutch and releases the BL1 brake (releases the second CLr clutch). As shown in the nomogram in Figure 4E, when motor 1 is operated, the first electric rotary machine MG1 is made to regenerate electric power and the second electric rotary machine MG2 is made to motorize so as to rotate in the negative direction with a torque. If not, the second ring gear 23 can be turned in the reverse direction.

Next, the second HV mode will be described. Figure 4F is a nomogram referring to the second mode of HV. In the second HV mode, the HV ECU 50 releases both the first CL1 clutch and the BL1 brake, and engages the second CLr clutch. When the second clutch CLr is coupled, the first ring gear 13 is coupled to the second solar gear 21 to be placed in a connected state beyond the connection of the first bracket 14 on the second bracket 24 between the first planetary gear mechanism 10 and the second. planetary gear mechanism 20. Thus, in the nomogram of Figure 4F, the line for the first planetary gear mechanism 10 (continuous line) and the line for the second planetary gear mechanism 20 (dashed line) overlap one another with the result that there is a single line. That is, in the nomograms in Figure 4A through Figure 4E, there are two lines, that is, the line for the first planetary gear mechanism 10 and the line for the second planetary gear mechanism 20. Specifically, in the first HV mode shown in Figure 4C through Figure 4E, motor power 1, inserted into the second bracket 24 of the second planetary gear mechanism 20 through the first planetary gear mechanism 10, is distributed between the first electric rotary machine MG1 (i.e. the second gear 21) and the output element (i.e. the second ring gear 23) of the second planetary gear mechanism 20 in a first power split ratio (gear ratio) based on the number of gear teeth of each of the rotary elements of the second planetary gear mechanism 20. In contrast, in the second HV mode, as can be understood from Figure 4F, it is possible to distribute the power motor 1 between the second solar gear 21 and the second ring gear 23 in a second power split ratio (a power split ratio based on the number of gear teeth of each of the rotary members of the first drive mechanism). planetary gear 10 and second planetary gear mechanism 20) different from the power split ratio in the first HV mode. In the second HV mode, the engine speed 1 is reduced in speed, and is emitted from the second ring gear 23. That is, an underdrive (U / D) state is established. Backward travel is permitted by turning the first electric rotary machine MG1 in the reverse direction.

Next, the third HV mode will be described. Figure 4G is a nomogram for a direct coupled fixed travel mode. Figure 4H is a nomogram for a fixed submarch (U / D) travel mode. In direct coupled fixed gear mode, the HV ECU 50 engages both the first CL1 clutch and the second CLr clutch, and releases the BL1 brake. As the first and second clutches CL1, CLr are coupled, the differential movement of each of the first planetary gear mechanism 10 and the second planetary gear mechanism 20 is restricted. Thus, it is possible to directly emit engine power 1 from the second ring gear 23.

In fixed subdrive (U / D) mode, the HV_ECU 50 releases the first CL1 clutch, and engages both the BL1 brake and the second CLr clutch. As brake BL1 is engaged, rotation of the first ring gear 13 is restricted. As the second clutch CLr is engaged, the first ring gear 13 is engaged with the second solar gear 21 to be placed in a connected state beyond the connection of the first support 14 on the second support 24 between the first planetary gear mechanism 10 and the second. planetary gear mechanism 20. Therefore, engine speed 1 is reduced in speed, and is emitted from the second ring gear 23. That is, a sub-gear (U / D) state is established. Fixed submarking (U / D) mode is advantageous when mountain climbing, towing, or the like. This is because, in submarked (U / D) fixed travel mode, the first MG1 electric rotary machine is difficult to overheat. For this reason, the submarked (U / D) fixed travel mode is advantageous at the moment when the acceleration force is increased by assisting the second electric rotary machine MG2.

As described above, it is possible to change the power division ratio in the TM1 power transmission system between the first HV mode and the second HV mode. In the first HV mode, the second clutch CLr is not engaged, and the first clutch CL1 or brake BL1 is engaged. In the second HV mode, the second clutch CLr is engaged, and both the first clutch CL1 and the brake BL1 are not connected. Thus, by properly selecting and adjusting these first and second HV modes, it is possible to control the torque and rotation of the first MG1 electric rotary machine to those appropriate for the characteristics (performance) of the first MG1 electric rotary machine.

As shown in Figure 5, the absolute value of a torque ratio (Tg / Te) in each of the first HV (O / D) mode and the second HV (U / D) mode is constant regardless of a reduction ratio (Ne / No).

On the other hand, as shown in Figure 6, in a region where the reduction ratio (Ne / No) of the power transmission system is relatively large, the absolute value of a rotation speed ratio (Ng / Ne) in the second HV mode (U / D) is less than the absolute value of a rotational speed ratio (Ng / Ne) in the first HV mode (O / D). Therefore, in the region where the reduction ratio is relatively large, it is possible to reduce an increase in MG1 Ng rotational speed by establishing the second HV (U / D) mode. On the other hand, in a region b in which the reduction ratio is relatively small, the absolute value of the rotation speed ratio (Ng / Ne) in the first HV mode (O / D) is less than the absolute value of rotational speed ratio (Ng / Ne) in the second HV mode (U / D). Therefore, in region b in which the reduction ratio is relatively small, it is possible to reduce an increase in MG1 Ng rotation speed by establishing the first HV (O / D) mode.

A power ratio (Pg / Pe) is a product of the torque ratio (Tg / Te) and the rotational speed ratio (Ng / Ne). Therefore, as shown in Figure 7, in a region c where the reduction ratio is relatively large, the absolute value of the power ratio (Pg / Pe) in the second HV mode (U / D) is less than the value. absolute power ratio (Pg / Pe) in the first mode of HV (O / D). Therefore, in region c where the reduction ratio is relatively large, it is possible to reduce an increase in power MG1 Pg by establishing the second HV (U / D) mode. On the other hand, in a region d where the reduction ratio is relatively small, the absolute power ratio (Pg / Pe) in the first HV mode (O / D) is less than the absolute value of the power ratio. power ratio (Pg / Pe) in the second HV mode (U / D). Therefore, in region d where the reduction ratio is relatively small, it is possible to reduce an increase in MG1 power by establishing the first HV (O / D) mode.

For this reason, by selecting and adjusting the HV mode in which the power ratio (Pg / Pe) is relatively small in response to the reduction ratio, it is possible to reduce an increase in power MG1, it is possible to reduce an increase in rotation speed of MG1 or torque of MG1, and it is possible to reduce an increase in nominal rotation speed of MG1 or nominal torque of MG1.

In the first embodiment, the first planetary gear mechanism 10 and the second planetary gear mechanism 20 are designed or selected such that the power split ratio is changed between the first HV mode and the second HV mode. This can be understood from the fact that the vertical line for the first and second brackets 14, 24 deviates from the line for the second ring gear 23 in the nomograms and the relative relationship in size, position, and the like between the rotating elements in Figure 1. A design or selection to change the power split ratio between the first HV mode and the second HV mode is similarly performed in other embodiments which will be described below.

The overdrive state and the underdrive state are switched by changing the drive mode between the first HV mode and the second HV mode, so that the power transmission system TM1 allows the speed ratio range. of the broadcast expand.

[00102] In the first embodiment, the first HV mode is desirably selected in a low load or high speed operation, and the second HV mode is desirably selected in a high load operation. With this configuration, an increase in torque or rotational speed of the first MG1 electric rotary machine is reduced. The above described and similar programs of HVECU 50 are desirably constructed on the basis of this relationship.

A second embodiment of the invention will be described with reference to Figure 8 through Figure 10G. The second embodiment relates to a power transmission system TM2 for transmitting engine power 1, and is applied to a vehicle 200 as in the case of the first embodiment. In the following description, like reference numerals denote components having similar functions to those of components already described in the first embodiment, and the overlapping description is omitted. Hereinafter, the description of points which are apparent to persons skilled in the art referring to the description of the first embodiment is omitted or simplified, and the configuration and features characteristic of the second embodiment will be mainly described. The modifications and changes described in the first embodiment are similarly applied in the second embodiment unless there is a contradiction.

As shown in Figure 8, vehicle 200 according to the second embodiment is a hybrid vehicle (HV) including motor 1, first electric rotary machine MG1 and second electric rotary machine MG2. Vehicle 200 includes engine 1, first planetary gear mechanism 10, second planetary gear mechanism 20, first electric rotary machine MG1, second electric rotary machine MG2, clutch (first clutch) CL1, clutch (second CLr, BL1 brake, differential unit 30, HV_ECU 50, MG_ECU 60 and ECU 70 engine. The power transmission system TM2 includes the first planetary gear mechanism 10, the second planetary gear mechanism 20 , first clutch CL1, second clutch CLr and brake BL1.

Motor output shaft 1 is connected to input shaft 2 of the power transmission system TM2. Input shaft 2 is arranged coaxially with motor output shaft 1 along the extended line of output shaft. The input shaft 2 is connected to the first solar gear 11 of the first planetary gear mechanism 10.

The first planetary gear mechanism 10 which serves as a first differential mechanism is of a single pinion type, and includes the first solar gear 11, the first pinion gears 12, the first ring gear 13, and the first bracket. 14. In the second embodiment, the first solar gear 11 corresponds to the first rotating element, the first ring gear 13 corresponds to the second rotating element, and the first support 14 corresponds to the third rotating element.

The first clutch CL1 is a clutch device that is capable of releasably coupling the first solar gear 11 to the first support 14. The BL1 brake is a brake device that is capable of releasably coupling the first support 14 on the stationary element to be able to restrict the rotation of the first support 14.

The second planetary gear mechanism 20 which serves as the second differential mechanism is arranged coaxially with the first planetary gear mechanism 10 on the motor side with respect to the first planetary gear mechanism 10. The second planetary gear mechanism 20 is of a single pinion type, and includes the second solar gear 21, the second pinion gears 22, the second ring gear 23 and the second bracket 24. The second bracket 24 is connected to the first ring gear 13, and rotates integrally. with the first ring gear 13. In the second embodiment, the second solar gear 21 corresponds to the fifth rotating element, the second ring gear 23 corresponds to the sixth rotating element, and the second support 24 corresponds to the fourth rotating element.

[00109] The rotor shaft 33 of the first MG1 electric rotary machine is connected to the second solar gear 21. The rotor shaft 33 of the first MG1 electric rotary machine is arranged coaxially with the input shaft 2, and rotates integrally with the second solar gear 21. Counter drive gear 25 is connected to second ring gear 23. Counter drive gear 25 is an output gear that rotates integrally with second ring gear 23. Second ring gear 23 is a rotatable output element inserted from the first electric rotary machine MG1 or first planetary gear mechanism 10 to the drive wheels W and the second electric rotary machine MG2.

The second clutch CLr is a clutch device which is capable of releasably coupling the first support 14 of the first planetary gear mechanism 10 to the second ring gear 23 of the second planetary gear mechanism 20.

The counter drive gear 25 is in gear with the counter drive gear 26. The setting between the counter drive gear 25 and each of the drive wheels W and the second electric rotary machine MG2 is the same as the one. configuration described in the first embodiment.

[00112] Vehicle 200 is capable of selectively performing HV trigger or EV trigger. The status of the first CL1 clutch, BL1 brake and second CLr clutch in each drive mode are shown in the operation coupling graph of Figure 9.

[00113] Figure 10A is a nomogram referring to the EV mode of a motor. In one-engine EV mode, the first CL1 clutch, the BL1 brake and the second CLr clutch are released. The HVECU 50 causes the vehicle 200 to generate a drive force in the forward travel direction causing the second electric rotary machine MG2 to emit positive torque through the MG_ECU 60.

[00114] Figure 10B is a nomogram referring to a two-motor EV mode. In dual engine EV mode, the HV ECU 50 engages the first CL1 clutch and the BL1 brake (the second CLr clutch is released). As the first clutch CL1 and brake BL1 are engaged, the rotation of all rotary elements of the first planetary gear mechanism 10 stops. The HV ECU 50 causes each of the first MG1 electric rotary machine and the second MG2 electric rotary machine to torque to propel vehicle 200.

The HV trigger mode according to the second mode includes a first HV mode (O / D input split mode), a second HV mode (sub gear input split mode ( O / D)) and a third HV mode (fixed travel mode).

Initially, the first HV mode will be described. In the first HV mode, the second CLr clutch is released (set to an unbound state). Figure 10C is a nomogram at the moment when the vehicle moves forward in the HV drive in the first HV mode. Figure 10D is a nomogram at the moment when vehicle 200 shifts backward in the HV drive in the first HV mode.

In the first HV mode at the moment when vehicle 200 shifts forward, the HVECU 50 engages the first clutch CL1, and releases the brake BL1. As the first clutch CL1 is engaged, the differential movement of the first planetary gear mechanism 10 is restricted. In the second embodiment, the first ring gear 13 of the first planetary gear mechanism 10 is connected to the second bracket 24 of the second planetary gear mechanism 20, so that engine speed 1 is increased in speed in the second planetary gear mechanism 20 , and is emitted from the second ring gear 23. That is, an overdrive (O / D) state is established.

In the first HV mode at the moment when vehicle 200 shifts backwards, the HV ECU 50 releases the first clutch CL1, and engages the BL1 brake. As brake BL1 is engaged, rotation of the first support 14 is restricted. Motor power 1 is transmitted from the first ring gear 13 to the second bracket 24. The reverse rotation (backward rotation) (from motor 1) inserted into the second bracket 24 is increased in speed (shifted in speed toward the shift side) on the second planetary gear mechanism 20, and is emitted from the second ring gear 23. That is, an overdrive (O / D) state is established. In this mode, in the first HV mode according to the second embodiment, the rotation has already been rotation for backward displacement when rotation is emitted from the first planetary gear mechanism 10, so that the first HV mode is suitable for displacement. back.

Next, the second HV mode will be described. Figure 10E is a nomogram referring to the second HV mode. In the second HV mode, the HV ECU 50 releases both the first CL1 clutch and the BL1 brake, and engages the second CLr clutch. As the second clutch CLr is engaged, the first bracket 14 is connected to the second ring gear 23 in addition to the connection of the first ring gear 13 to the second bracket 24 between the first planetary gear mechanism 10 and the second planetary gear mechanism 20. Thus, there is a line in the nomogram of Figure 10E. That is, it is possible to distribute motor power 1 between the second solar gear 21 and the second ring gear 23 in the second HV mode at a different gear ratio (power split ratio) than that of the first HV mode. In the second HV mode, engine speed 1 is reduced in speed, and is emitted from the second ring gear 23. That is, a sub-gear (U / D) state is established. Backward movement is permitted by turning the electric rotary machine in the reverse direction.

Next, the third HV mode will be described. Figure 10F is a nomogram for the direct coupling fixed travel mode. Figure 10G is a nomogram for the output shaft fixed travel mode. In direct coupling fixed travel mode, the HVECU 50 engages both the first CL1 clutch and the second CLr clutch, and releases the BL1 brake. As the first and second clutches CL1, CLr are coupled, the differential movement of each of the first planetary gear mechanism 10 and the second planetary gear mechanism 20 is restricted. Thus, it is possible to directly emit engine power 1 from the second ring gear 23.

In fixed output shaft travel mode, the HV ECU 50 releases the first CL1 clutch, and engages both the BL1 brake and the second CLr clutch. As brake BL1 is engaged, rotation of the first support 14 is restricted. As the second clutch CLr is engaged, the first bracket 14 is connected to the second ring gear 23 in addition to the connection of the first ring gear 13 to the second bracket 24 between the first planetary gear mechanism 10 and the second planetary gear mechanism. 20. Therefore, the rotation of the second ring gear 23 is restricted, so that it is only possible to perform loading on the first electric rotary machine MG1 using motor power 1. Therefore, the output shaft fixed travel mode can be referred to as loading mode. It is also possible to start motor 1 without any influence on the second ring gear 23 which is an output element.

As described above, it is possible to change the power division ratio in the TM2 power transmission system between the first HV mode and the second HV mode. In the first HV mode, the second clutch CLr is not engaged, and the first clutch CL1 or brake BL1 is engaged. In the second HV mode, the second clutch CLr is engaged, and both the first clutch CL1 and the brake BL1 are not engaged. In the second embodiment, the first HV mode is desirably selected in a low load or high speed operation, and the second HV mode is desirably selected in a high load operation. With this setting, an increase in torque or rotational speed of the first MG1 electric rotary machine is reduced.

A third embodiment of the invention will be described with reference to Figure 11 through Figure 13G. The third embodiment relates to a power transmission system TM3 for transmitting engine power 1, and is applied to a vehicle 300 as in the case of the above described embodiments. In the following description, like reference numerals denote components having similar functions to those of components already described in the above-described embodiments, and the overlapping description is omitted. Hereinafter, the description of points which are apparent to persons skilled in the art referring to the descriptions of the above described embodiments is omitted or simplified, and the configuration and features characteristic of the third embodiment will be mainly described. The modifications and changes described in the embodiments described above are similarly applied to the third embodiment unless there is a contradiction.

As shown in Figure 11, vehicle 300 according to the third embodiment is a hybrid vehicle (HV) including motor 1, first electric rotary machine MG1 and second electric rotary machine MG2. Vehicle 300 includes engine 1, first planetary gear mechanism 10, second planetary gear mechanism 20, first electric rotary machine MG1, second electric rotary machine MG2, clutch (first clutch), clutch (second CLr, BL1 brake, differential unit 30, HV_ECU 50, MG_ECU 60 and ECU 70 engine. The TM3 power transmission system includes the first planetary gear mechanism 10, the second planetary gear mechanism 20 , first clutch CL1, second clutch CLr and brake BL1.

[00125] Motor output shaft 1 is connected to input shaft 2 of the TM3 power transmission system. Input shaft 2 is arranged coaxially with motor output shaft 1 along the extended line of output shaft. The input shaft 2 is connected to the first solar gear 11 of the first planetary gear mechanism 10.

The first planetary gear mechanism 10 which serves as a first differential mechanism is of a single pinion type, and includes the first solar gear 11, the first pinion gears 12, the first ring gear 13, and the first bracket. 14. In the third embodiment, the first solar gear 11 corresponds to the first rotating element, the first ring gear 13 corresponds to the second rotating element, and the first support 14 corresponds to the third rotating element.

[00127] The first CL1 clutch is a clutch device that is capable of releasably coupling the first solar gear 11 to the first bracket 14. The BL1 brake is a brake device that is capable of releasably engaging the first clutch. bracket 14 on the stationary element to be able to restrict rotation of the first bracket 14.

The second planetary gear mechanism 20 which serves as the second differential mechanism is arranged coaxially with the first planetary gear mechanism 10 on the motor side relative to the first planetary gear mechanism 10. The second planetary gear mechanism 20 is of a single pinion type, and includes second solar gear 21, second pinion gears 22, second ring gear 23 and second support 24. Second ring gear 23 is connected to first ring gear 13 , and rotates integrally with the first ring gear 13. In the third embodiment, the second solar gear 21 corresponds to the fifth rotating element, the second ring gear 23 corresponds to the fourth rotating element, and the second support 24 corresponds to the sixth rotating element.

[00129] The rotor shaft 33 of the first MG1 electric rotary machine is connected to the second solar gear 21. The rotor shaft 33 of the first MG1 electric rotary machine is arranged coaxially with the input shaft 2, and rotates integrally with the second solar gear 21. Counter drive gear 25 is connected to second bracket 24. Counter drive gear 25 is an output gear that rotates integrally with second bracket 24. Second bracket 24 is an output element that is capable of The rotary drive is inserted from the first electric rotary machine MG1 or first planetary gear mechanism 10 to the drive wheels W and the second electric rotary machine MG2.

The second CLr clutch is a clutch device that is releasably coupled to the first bracket 14 of the first planetary gear mechanism 10 to the second bracket 24 of the second planetary gear mechanism 20.

The counter drive gear 25 is in gear with the counter drive gear 26. The setting between the counter drive gear 25 and each of the drive wheels W and the second electric rotary machine MG2 is the same as the one. configuration described in the first embodiment.

[00132] Vehicle 300 is capable of selectively performing HV triggering or EV triggering. The status of the first CL1 clutch, BL1 brake and the second CLr clutch in each drive mode are shown in the operation coupling graph of Figure 12.

Figure 13A is a nomogram referring to the EV mode of a motor. In one-engine EV mode, the first CL1 clutch, the BL1 brake and the second CLr clutch are released. The HV ECU 50 causes the vehicle 300 to generate a drive force in the forward travel direction causing the second electric rotary machine MG2 to emit positive torque through the MG_ECU 60.

[00134] Figure 13B is a nomogram referring to the two-motor EV mode. In two-engine EV mode, the HV_ECU 50 engages the first CL1 clutch and the BL1 brake (the second CLr clutch is released). As the first clutch CL1 and brake BL1 are engaged, the rotation of all rotary elements of the first planetary gear mechanism 10 stops. The HV_ECU 50 causes each of the first MG1 electric rotary machine and the second MG2 electric rotary machine to emit torque to propel vehicle 300.

The HV trigger mode according to the third embodiment includes a first HV mode (O / D input split mode), a second HV mode (Over-gear input split mode ( O / D)) and a third HV mode (fixed travel mode).

Initially, the first HV mode will be described. In the first HV mode, the second CLr clutch is released (set to an unbound state). Figure 13C is a nomogram at the moment when vehicle 300 moves forward in the HV drive in the first HV mode. Figure 13D is a nomogram at the moment when vehicle 300 shifts backward in the HV drive in the first HV mode.

In the first HV mode at the moment when vehicle 300 shifts forward, the HV ECU 50 engages the first clutch CL1, and releases the BL1 brake. As the first clutch CL1 is engaged, the differential movement of the first planetary gear mechanism 10 is restricted. In the third embodiment, the first ring gear 13 of the first planetary gear mechanism 10 is connected to the second ring gear 23 of the second planetary gear mechanism 20, so that engine speed 1 is reduced in speed in the second gear mechanism 20, and is emitted from the second carrier 24. That is, a submarch (O / D) state is established.

In the first HV mode at the moment when vehicle 300 shifts backwards, the HV_ECU 50 releases the first clutch CL1, and engages the BL1 brake. As brake BL1 is engaged, rotation of the first support 14 is restricted. Motor power 1 is transmitted from the first ring gear 13 to the second ring gear 23. The reverse rotation (backward rotation) (from motor 1) inserted into the second ring gear 23 is reduced in speed (changed by forward displacement side) on the second planetary gear mechanism 20, and is emitted from the second bracket 24. That is, a sub-cha (U / D) state is established. In this mode, in the third mode, rotation was once a backward rotation when the rotation is emitted from the first planetary gear mechanism 10. Therefore, the first HV mode according to the third mode is suitable for backward displacement.

Next, the second HV mode will be described. Figure 13E is a nomogram referring to the second HV mode. In the second HV mode, the HV ECU 50 releases both the first CL1 clutch and the BL1 brake, and engages the second CLr clutch. As the second clutch CLr is coupled, the first bracket 14 is connected to the second bracket 24 in addition to the connection of the first ring gear 13 in the second ring gear 23 between the first planetary gear mechanism 10 and the second planetary gear mechanism 20. Thus, there is a line in the nomogram of Figure 13E. That is, it is possible to distribute motor power 1 between the second solar gear 21 and the second bracket 24 in the second HV mode at a different power split ratio (gear ratio) than that of the first HV mode. In the second HV mode, engine speed 1 is increased in speed, and is emitted from the second carrier 24. That is, an overdrive (O / D) state is established. Backward movement is permitted by turning the electric rotary machine in the reverse direction.

Next, the third HV mode will be described. Figure 13F is a nomogram for the direct coupling fixed travel mode. Figure 13G is a nomogram for a fixed output shaft travel mode. In direct coupling fixed travel mode, the HVECU 50 engages both the first CL1 clutch and the second CLr clutch, and releases the BL1 brake. As the first and second clutches CL1, CLr are coupled, the differential movement of each of the first planetary gear mechanism 10 and the second planetary gear mechanism 20 is restricted. Thus, it is possible to directly emit the motor power 1 from the second bracket 24.

In fixed output shaft travel mode, the HV ECU 50 releases the first clutch CL1, and engages both the BL1 brake and the second clutch CLr. As brake BL1 is engaged, rotation of the first support 14 is restricted. As the second clutch CLr is coupled, the first bracket 14 is connected to the second bracket 24 in addition to the connection of the first ring gear 13 in the second ring gear 23 between the first planetary gear mechanism 10 and the second planetary gear mechanism 20. Therefore, the rotation of the second bracket 24 is restricted, so it is possible to perform loading on the first electric rotary machine MG1 using motor power 1. Therefore, the output shaft fixed travel mode may be referred to as loading mode.

As described above, it is possible to change the power division ratio in the TM3 power transmission system between the first HV mode and the second HV mode. In the first HV mode, the second clutch CLr is not engaged, and the first clutch CL1 or brake BL1 is engaged. In the second HV mode, the second clutch CLr is engaged, and both the first clutch CL1 and the brake BL1 are not engaged. In the third embodiment, the first HV mode is desirably selected in a high load operation, and the second HV mode is desirably selected in a low load or high speed operation. With this setting, an increase in torque or rotational speed of the first MG1 electric rotary machine is reduced.

A fourth embodiment of the invention will be described with reference to Figure 14 through Figure 16H. The fourth embodiment relates to a power transmission system TM4 for transmitting engine power 1, and is applied to a vehicle 400 as in the case of the above described embodiments. In the following description, like reference numerals denote components having similar functions to those of components already described in the above-described embodiments, and the overlapping description is omitted. Hereinafter, the description of points which are apparent to persons skilled in the art referring to the descriptions of the above described embodiments is omitted or simplified, and the configuration and features characteristic of the fourth embodiment will be described primarily. The modifications and changes described in the embodiments described above are similarly applied to the fourth embodiment unless there is a contradiction.

As shown in Figure 14, vehicle 400 according to the fourth embodiment is a hybrid vehicle (HV) including motor 1, first electric rotary machine MG1 and second electric rotary machine MG2. Vehicle 400 includes engine 1, the first planetary gear mechanism 10, the second planetary gear mechanism 20, a third planetary gear mechanism 40, the first electric rotary machine MG1, the second electric rotary machine MG2, the clutch (first clutch) CL1, clutch (second clutch) CLr, brake BL1, differential unit 30, HV_ECU 50, MG_ECU 60 and engine ECU 70. The power transmission system TM4 includes the first gear mechanism. planetary design 10, the second planetary gear mechanism 20, the first clutch CL1, the second clutch CLr, and the brake BL1.

[00145] Motor output shaft 1 is connected to input shaft 2 of the TM4 power transmission system. Input shaft 2 is arranged coaxially with motor output shaft 1 along the extended line of output shaft. The input shaft 2 is connected to the first bracket 14 of the first planetary gear mechanism 10.

[00146] The first planetary gear mechanism 10 which serves as a first differential mechanism is of a single pinion type, and includes the first solar gear 11, the first pinion gears 12, the first ring gear 13, and the first bracket. 14. In the third embodiment, the first solar gear 11 corresponds to the second rotating element, the first ring gear 13 corresponds to the third rotating element, and the first support 14 corresponds to the first rotating element.

The first CL1 clutch is a clutch device that is capable of releasably engaging the first ring gear 13 in the first bracket 14. The BL1 brake is a brake device that is capable of releasably engaging the first ring gear 13 in the stationary element to be able to restrict the rotation of the first ring gear 13.

The second planetary gear mechanism 20 which serves as the second differential mechanism is arranged coaxially with the first planetary gear mechanism 10 on the motor side with respect to the first planetary gear mechanism 10. The second planetary gear mechanism 20 is of a single pinion type, and includes second solar gear 21, second pinion gears 22, second ring gear 23 and second bracket 24. Second solar gear 21 is connected to first solar gear 11, and rotates integrally with the first solar gear 11. In the fourth embodiment, the second solar gear 21 corresponds to the fourth rotating element, the second ring gear 23 corresponds to the fifth rotating element, and the second support 24 corresponds to the sixth rotating element.

[00149] The rotor shaft 33 of the first MG1 electric rotary machine is connected to the second ring gear 23. The rotor shaft 33 of the first MG1 electric rotary machine is arranged coaxially with the input shaft 2, and rotates integrally with the second ring gear 23. The second clutch CLr is a clutch device which is capable of releasably coupling the first bracket 14 of the first planetary gear mechanism 10 to the second ring gear 23 of the second planetary gear mechanism 20, and It is capable of coupling the first ring gear 13 to the second ring gear 23 through the first electric rotary machine MG1, specifically the rotor shaft 33 of the first electric rotary machine MG1. The second support 24 is a rotatable output element inserted from the first electric rotary machine MG1 or first planetary gear mechanism 10 to the drive wheels W and the second electric rotary machine MG2.

[00150] An axis 24A is connected to the second bracket 24. The third planetary gear mechanism 40 is disposed in the middle of the axis 24A. The third planetary gear mechanism 40 is arranged coaxially with each of the first and second planetary gear mechanisms 10, 20, and is disposed on the other side of the second planetary gear mechanism 20 of motor 1. The third planetary gear mechanism 40 is of a single pinion type, and includes a third solar gear 41, third pinion gears 42, a third ring gear 43, and a third bracket 44. The third bracket 44 is connected to shaft 24A, and rotates integrally with the second bracket 24 .

[00151] A rotor shaft 45 of the second MG2 electric rotary machine is connected to the third solar gear 41. The rotor shaft 45 of the second MG2 electric rotary machine is arranged coaxially with the input shaft 2, and rotates integrally with the third solar gear 41. The third planetary gear mechanism 40 is arranged to amplify the output torque of the second electric rotary machine MG2.

The second bracket 24 is connected to drive pinion gear 28 through shaft 24A. Drive pinion gear 28 is in gear with differential ring gear 29 of differential unit 30. Differential unit 30 is connected to drive wheels W via right and left axles 31.

[00153] Vehicle 400 is capable of selectively performing HV triggering or EV triggering. The status of first CL1 clutch, BL1 brake and second CLr clutch in each drive mode are shown in the operation coupling graph of Figure 15.

Figure 16A is a nomogram referring to the EV mode of a motor. In one-engine EV mode, the first CL1 clutch, the BL1 brake and the second CLr clutch are released. The HVECU 50 causes the vehicle 400 to generate a drive force in the forward travel direction causing the second electric rotary machine MG2 to emit positive torque through the MG_ECU 60.

Figure 16B is a nomogram referring to the two-motor EV mode. In dual engine EV mode, the HV ECU 50 engages the first CL1 clutch and the BL1 brake (the second CLr clutch is released). As the first clutch CL1 and brake BL1 are engaged, the rotation of all rotary elements of the first planetary gear mechanism 10 stops. The HV_ECU 50 causes each of the first MG1 electric rotary machine and the second MG2 electric rotary machine to emit torque to propel vehicle 400.

The HV trigger mode according to the fourth embodiment includes a first HV mode (subdrive input split mode (O / D)), a second HV mode (overdrive input split mode ( O / D)) and a third HV mode (fixed travel mode).

Initially, the first HV mode will be described. In HV drive in the first HV mode, the second planetary gear mechanism 20 is basically set to a differential state, and the first planetary gear mechanism 10 that serves as a transmission unit is switched between low gear (Lo) and low gear. high (Hi). Figure 16C is a nomogram for the low idle drive mode (first UD Lo mode) in HV drive in the first HV mode. Figure 16D is a nomogram referring to the high idle drive mode (first UD Hi mode) in HV drive in the first HV mode. In the first HV mode, the second CLr clutch is released (set to an unbound state).

In the first UD Lo mode, the HV ECU 50 engages the first clutch CL1, and releases the BL1 brake. As the first clutch CL1 is engaged, the differential movement of the first planetary gear mechanism 10 is restricted. In the fourth embodiment, the first solar gear 11 of the first planetary gear mechanism 10 is connected to the second solar gear 21 of the second planetary gear mechanism 20, so that engine speed 1 is reduced in speed in the second gear mechanism. 20, and is emitted from the second carrier 24. That is, a submarch (U / D) state is established.

In the first UD Hi mode, the HVECU 50 releases the first CL1 clutch, and engages the BL1 brake. As brake BL1 is engaged, rotation of the first ring gear 13 is restricted. The power of motor 1 is transmitted from the first solar gear 11 to the second solar gear 21. The rotation (of motor 1) inserted in the second solar gear 21 is reduced in speed in the second planetary gear mechanism 20, and is emitted from the second bracket. 24. That is, a submarch (U / D) state is established.

Next, the second HV mode will be described. Figure 16E is a nomogram at the moment when vehicle 400 moves forward in the second HV mode. Figure 16F is a nomogram at the moment when vehicle 400 shifts backwards in the second HV mode.

In the second HV mode, the HV ECU 50 releases both the first CL1 clutch and the BL1 brake, and engages the second CLr clutch. When the second clutch CLr is engaged, the first ring gear 13 is coupled to the second ring gear 23 to be placed in a state beyond the connection on the first solar gear 11 on the second solar gear 21 between the first planetary gear mechanism 10 and the second planetary gear mechanism 20. Thus, there is a line in the nomograms of Figure 16E and Figure 16F. That is, it is possible to distribute the power of motor 1 between the first ring gear 13 and the second bracket 24 in the second HV mode at a different power split ratio (gear ratio) than that of the first HV mode (the first UD Lo mode and the first UD Hi mode). In the second HV mode, engine speed 1 is increased in speed, and is output from the second carrier 24. That is, an overdrive (O / D) state is established. When vehicle 400 is shifting backwards, engine speed 1 is allowed to be increased in speed in the direction of the rearward side by rotating the second electric rotary machine MG2 in the reverse direction.

Next, the third HV mode will be described. Figure 16G is a nomogram for the direct coupling fixed travel mode. Figure 16H is a nomogram for a fixed overdrive (O / D) travel mode. In direct coupled fixed travel mode, the HV_ECU 50 engages both the first CL1 clutch and the second CLr clutch, and releases the BL1 brake. As the first and second clutches CL1, CLr are coupled, the differential movement of each of the first planetary gear mechanism 10 and the second planetary gear mechanism 20 is restricted. Thus, it is possible to directly emit the motor power 1 from the second bracket 24.

In fixed overdrive (O / D) mode, the HV_ECU 50 releases the first clutch CL1, and engages both the brake BL1 and the second clutch CLr. As brake BL1 is engaged, rotation of the first ring gear 13 is restricted. When the second clutch CLr is engaged, the first ring gear 13 is coupled to the second ring gear 23 to be placed in a state beyond the connection on the first solar gear 11 on the second solar gear 21 between the first planetary gear mechanism 10 and the second planetary gear mechanism 20. Therefore, the rotation of the second ring gear 23 is restricted, and the rotation of motor 1 is increased in speed and emitted from the second support 24. That is, an overdrive (O / D) state is established. As can be seen from Figure 15 and Figure 16H, the fixed overdrive (O / D) mode is effective in improving fuel consumption during high speed travel.

As described above, it is possible to change the power division ratio in the TM4 power transmission system between the first HV mode and the second HV mode. In the first HV mode, the second clutch CLr is not engaged, and the first clutch CL1 or brake BL1 is engaged. In the second HV mode, the second clutch CLr is engaged, and both the first clutch CL1 and the brake BL1 are not engaged. In the fourth embodiment, the first HV mode is desirably selected in a high load operation, and the second HV mode is desirably selected in a low load or high speed operation. With this setting, an increase in torque or rotational speed of the first MG1 electric rotary machine is reduced.

A fifth embodiment of the invention will be described with reference to Figure 17. The fifth embodiment relates to a TM5 power transmission system for transmitting engine power 1, and is applied to a vehicle 500 as in the case of the above embodiments. described. In the following description, like reference numerals denote components having similar functions to those of components already described in the above-described embodiments, and the overlapping description is omitted. Hereinafter, the description of points which are apparent to persons skilled in the art referring to the descriptions of the above described embodiments are omitted or simplified, and the configuration and features characteristic of the fifth embodiment will be described primarily. The modifications and changes described in the embodiments described above are similarly applied to the fifth embodiment unless there is a contradiction.

As shown in Figure 17, vehicle 500 according to the fifth embodiment is a hybrid vehicle (HV) including motor 1, the first electric rotary machine MG1 and the second electric rotary machine MG2. Vehicle 500 includes engine 1, the first planetary gear mechanism 10, the second planetary gear mechanism 20, the first electric rotary machine MG1, the second electric rotary machine MG2, the clutch (first clutch), the clutch (second CLr, BL1 brake, differential unit 30, HV ECU 50, MG_ECU 60 and ECU 70 engine. The TM5 power transmission system includes the first planetary gear mechanism 10, the second planetary gear mechanism 20, the first clutch CL1, the second clutch CLr and the brake BL1.

Motor output shaft 1 is connected to input shaft 2 of the TM5 power transmission system. Input shaft 2 is arranged coaxially with motor output shaft 1 along the extended line of output shaft. The input shaft 2 is connected to the first ring gear 13 of the first planetary gear mechanism 10.

The first planetary gear mechanism 10 which serves as the first differential mechanism is of a dual pinion type, and includes the first solar gear 11, the first pinion gears 12, the first ring gear 13, and the first bracket. 14. In the fifth embodiment, the first solar gear 11 corresponds to the second rotating element, the first ring gear 13 corresponds to the first rotating element, and the first support 14 corresponds to the third rotating element.

The first clutch CL1 is a clutch device which is capable of releasably engaging the first ring gear 13 in the first support 14. The BL1 brake is a brake device that is capable of releasably engaging the first support 14 to the stationary element to be able to restrict the rotation of the first support 14.

[00170] The second planetary gear mechanism 20 which serves as the second differential mechanism is arranged coaxially with the first planetary gear mechanism 10 on the motor side relative to the first planetary gear mechanism 10. The second planetary gear mechanism 20 is of a single pinion type, and includes second solar gear 21, second pinion gears 22, second ring gear 23, and second support 24. Second solar gear 21 is connected to first solar gear 11, and it rotates integrally with the first solar gear 11. In the fifth embodiment, the second solar gear 21 corresponds to the fourth rotating element, the second ring gear 23 corresponds to the fifth rotating element, and the second support 24 corresponds to the sixth rotating element.

[00171] The rotor of the first MG1 electric rotary machine is connected to the second ring gear 23. The rotor of the first MG1 electric rotary machine is arranged coaxially with the input shaft 2, and rotates integrally with the second ring gear 23. A counter drive gear 25 is connected to second bracket 24. Counter drive gear 25 is an output gear that rotates integrally with second bracket 24. Second bracket 24 is a rotatable output member inserted from the first electric rotary machine MG1 or first planetary gear mechanism 10 for drive wheels W and the second electric rotary machine MG2.

The second CLr clutch is a clutch device which is capable of releasably coupling the first bracket 14 of the first planetary gear mechanism 10 to the second ring gear 23 of the second planetary gear mechanism 20. A The second clutch CLr is capable of coupling the first bracket 14 to the second ring gear 23 through the first electric rotary machine MG1.

The counter drive gear 25 is in gear with the counter drive gear 26. The configuration between the counter drive gear 25 and each of the drive wheels W and the second electric rotary machine MG2 is the same as the one. configuration described in the first embodiment.

[00174] Vehicle 500 is capable of selectively executing an HV trigger or EV trigger. The status of the first CL1 clutch, BL1 brake and second CLr clutch in each drive mode are in accordance with the operating coupling chart of Figure 15 according to the fourth mode. As for a nomogram in each drive mode, as the first planetary gear mechanism 10 is of a double pinion type in the fifth embodiment, Figure 16A through Figure 16H, in which the first ring gear 13 (i.e. "R1" ) and first support 14 ("C1") are interchanged with each other in each drive mode, are used as nomograms according to the fifth embodiment. Thus, a further description of each drive mode in the fifth embodiment is omitted.

[00175] The embodiments of the invention are not limited to only the above described embodiments. For example, in each of the above described embodiments, the first rotary element is releasably coupled to one of the second and third rotary elements by the first clutch CL1. Instead, the first clutch CL1 may be configured to releasably engage the second rotary element with the third rotary element. According to this embodiment also, it is possible to adjust the rotational speeds of the first, second and third rotating elements to the same rotational speed by coupling the first clutch CL1.

[00176] The invention encompasses an embodiment in which none of the first CL1 clutch and the BL1 brake are not provided in each of the above described embodiments. In this case too, it is possible to change the power split ratio between the first HV mode and the second HV mode. That is, the first coupling unit according to the aspect of the invention need only include at least one of a coupling unit which is capable of rotationally coupling two of the first rotating element, the second rotating element and the third rotating element together. and a coupling unit that is capable of releasably coupling the third rotatable member to the stationary member.

[00177] The invention also encompasses gear train arrangement modifications respectively shown as structure views (Figure 1, Figure 8, Figure 11, Figure 14, Figure 17) of the embodiments. The number of rotating elements in each planetary gear mechanism is not limited to three, and may be greater than or equal to four. The engine is not limited to an internal combustion engine. The invention encompasses all alternative embodiments, application examples and equivalents contained in the concept of the invention which is defined by the appended claims.

Conventionally, a vehicle including a second differential unit, a first differential unit and a second electric rotary machine is well known. The second differential unit includes a fourth rotary element, a fifth rotary element in which a first electric rotary machine is coupled so that power is transmissible, and a sixth rotary element coupled to drive wheels. The differential status of the second differential unit is controlled as a result of controlling the operating status of the first electric rotary machine. The first differential unit includes a first rotary element to which a motor is coupled so that power is transmissible, a third rotary element, and a second rotary element coupled to the fourth rotary element. The second electric rotary machine is coupled to the drive wheels so that power is transferable. This is, for example, the vehicle described in International Application Publication Number 2013/114594. This International Application Publication No. 2013/114594 discloses that a first coupling unit coupling either of the first rotary element, the second rotary element and the third rotary element is provided, the rotary elements of the first differential unit are integrally rotated by coupling. In the first coupling unit, the engine speed is transmitted to the second differential unit at a constant speed and the second differential unit is allowed to operate as a continuously variable electric transmission.

Incidentally, in order to constitute a continuously variable electric transmission that operates at a power division ratio other than a power division ratio in the second differential unit, it is further conceivable to include a second coupling unit that engages either the fifth rotating element and the sixth rotating element in the third rotating element. In the second differential unit and the first differential unit, in addition to the fact that the fourth rotating element is coupled to the second rotating element, any of the fifth rotating element and the sixth rotating element is coupled to the third rotating element releasing the first coupling unit. and coupling the second coupling unit. As a result, the second differential unit and the first differential unit as a whole are allowed to serve as a continuously variable electric transmission at a power split ratio different from the power split ratio at the second differential unit. In the vehicle including the first coupling unit and the second coupling unit, when the engine which is not in operation is started, it is conceivable to increase the engine speed and to start the engine, for example, causing the first machine The electric rotary drive generates torque in a state where the first coupling unit is coupled and the second coupling unit is released. At such engine start-up, a torque corresponding to a negative engine torque (also referred to as a motor synchronization torque) that results from an increase in non-operating engine speed is transmitted to the sixth rotary element coupled to the drive wheels. drive as a reaction force to increase engine speed, a drive torque (ie a drive wheel output torque) decreases (ie drops). For such an inconvenience, it is conceivable to reduce a shock at engine starting by causing the second electric rotary machine to emit a torque (compensating torque) that compensates for a drop in drive torque. However, at engine starting with the setting in which an increased torque in a state where the first coupling unit is coupled is transmitted, a compensating torque that is generated by the second electric rotary machine thus increases if the motor If it is switched on in a state where the second electric rotary machine is already emitting a large torque, there is a possibility that the second electric rotary machine cannot provide compensating torque. As a result, the second electric rotary machine cannot sufficiently compensate for a drop in drive torque, and there is a concern that a shock cannot be reduced at engine starting.

Hereinafter, a vehicle which makes it easy to compensate for a drop in drive torque at engine starting time according to embodiments of the invention will be described with reference to the accompanying drawings.

Figure 18 is a view illustrating the schematic arrangement of devices for displacement of a vehicle 510 according to a sixth embodiment of the invention and also illustrating a relevant portion of the control system for controlling the devices. In Figure 18, vehicle 510 is a hybrid vehicle that includes an engine (ENG) 512, the first electric rotary machine MG1, the second electric rotary machine MG2, a power transmission system 514 and drive wheels 516. The engine ( 512, the first MG1 electric rotary machine and the second MG2 electric rotary machine can serve as drive power sources to propel the vehicle 510. The power transmission system 514 includes the first MG1 electric rotary machine and the second rotary machine. MG2

Engine 512 is a known internal combustion engine that burns a predetermined fuel to emit power, and is, for example, a gasoline engine, a diesel engine, or the like. An engine torque Te of the 512 engine is controlled according to the operating status, such as a degree of throttle opening or intake air quantity, fuel supply amount and ignition time, which are controlled by an electronic control unit 580 (described later).

[00183] Each of the first MG1 electric rotary machine and the second MG2 electric rotary machine is a so-called generator motor which has the function of an electric motor (motor) that generates a drive torque and the function of a generator. Each of the first MG1 electric rotary machine and the second MG2 electric rotary machine is connected to a battery unit 520 via a power control unit 518. The power control unit 518 includes an inverter, a uniform capacitor, and similar. Battery unit 520 serves as an electrical storage device that exchanges electricity with each of the first MG1 electric rotary machine and the second MG2 electric rotary machine. The power control unit 518 is controlled by the electronic control unit 580 (hereinafter described) so that the torque of MG1 Tg which is the output torque (motorization torque or regenerative torque) of the first MG1 electric rotary machine and the MG2 torque Tm which is the output torque (motorization torque or regenerative torque) of the second MG2 electric rotary machine is controlled.

The power transmission system 514 is provided in the power transmission path between the motor 512 and the drive wheels 516. The power transmission system 514 includes a first power transmission unit 524, a second power transmission unit. power transmission 526, a driven gear 530, a driven shaft 532, an end gear 534 (which has a smaller diameter than driven gear 530), a differential gear 538, and the like, within a housing 522. The housing 522 is a non-rotating member mounted on a vehicle body. Drive gear 530 is in gear with a drive gear 528. Drive gear 528 is a rotary output member of the first power transmission unit 524. Drive gear 530 is fixed to driven shaft 532 so that it is relatively non-responsive. rotary The final gear 534 is fixed to the driven shaft 532 so as to be relatively non-rotating. Differential gear 538 is in gear with final gear 534 through differential ring gear 536. Power transmission system 514 includes axles 540 coupled to differential gear 538, and the like.

The first power transmission unit 524 is coaxially arranged with an input shaft 542 which is a rotatable input member of the first power transmission unit 524, and includes a second differential unit 544, a first differential unit. 546 and a CR clutch. The second differential unit 544 includes a second planetary gear mechanism 548 (second differential mechanism) and the first electric rotary machine MG1. The first differential unit 546 includes a first planetary gear mechanism 550 (first differential mechanism), a clutch C1 and a brake B1.

[00186] The second planetary gear mechanism 548 is a known single pinion planetary gear mechanism. The second planetary gear mechanism 548 includes a first solar gear S1, first pinion gears P1, a first bracket CA1, and a first ring gear R1. The first bracket CA1 supports the first pinion gear P1 so that each of the first pinion gear P1 is rotatable and revolvable. The first ring gear R1 is in gear with the first solar gear S1 through the first pinion gears P1. The second planetary gear mechanism 548 serves as a differential mechanism providing a differential action. The first planetary gear mechanism 550 is a known single pinion planetary gear mechanism. The first planetary gear mechanism 550 includes a second solar gear S2, second pinion gears P2, a second bracket CA2, and a second ring gear R2. The second support CA2 supports the second pinion gears P2 so that each second pinion gear P2 is rotatable and revolvable. The second ring gear R2 is in engagement with the second solar gear S2 through the second pinion gears P2. The first planetary gear mechanism 550 serves as a differential mechanism that provides differential action.

The first ring gear R1 is a fourth rotary element RE4 which is an input element coupled to the rotary output member of the first differential unit 546 (i.e., the second ring gear R2 of the first planetary gear mechanism 550 ), and serves as an input rotary member of the second differential unit 544. The first solar gear S1 is integrally coupled to the rotor shaft 552 of the first electric rotary machine MG1, and is a fifth rotary element RE5 which is a reaction element. in which the first electric rotary machine MG1 is coupled so that power is transmissible. The first bracket CA1 is integrally coupled to drive gear 528, and is a sixth rotary member RE6 which is an output element coupled to drive wheels 516. The first bracket CA1 serves as a rotary output member of the second differential unit 544. .

The second solar gear S2 is a first rotary element RE1 which is integrally coupled to input shaft 542 and to which motor 512 is coupled via input shaft 542 so that power is transferable. The second solar gear S2 serves as an input rotating member of the first differential unit 546. The second bracket CA2 is a third rotary element RE3 selectively coupled to housing 522 via brake B1. The second ring gear R2 is a second rotary element RE2 coupled to the input rotary member of the second differential unit 544 (i.e., the first ring gear R1 of the second planetary gear mechanism 548). The second ring gear R2 serves as an output rotating member of the first differential unit 546. The second solar gear S2 and the second support CA2 are selectively coupled together through clutch C1. The first bracket CA1 and the second bracket CA2 are selectively coupled together through the CR clutch. Thus, clutch C1 is a first coupling device that selectively couples first rotary element RE1 to third rotary element RE3. The CR clutch is a second coupling device that selectively couples the sixth rotary element RE6 to the third rotary element RE3. Brake B1 is a third coupling device that selectively couples the third rotatable member RE3 to the housing 522 which is a non-rotating member.

Each of clutch C1, brake B1 and clutch CR is suitably a wet type friction coupling device, and is a multi-disc hydraulic friction coupling device than an operating status is controlled by a hydraulic actuator. The operating status (such as a coupled state and a released state) of clutch C1, brake B1, and CR clutch are controlled in response to hydraulic pressures respectively supplied by a 554 hydraulic control circuit (eg C1 hydraulic pressure). Pc1, B1 Pb1 hydraulic pressure and CR Per hydraulic pressure) as a result of control over hydraulic control circuit 554 by electronic control unit 580 (hereinafter described). Hydraulic control circuit 554 is provided on vehicle 510. Vehicle 510 includes an electric oil pump 555 (also referred to as EOP 555). In power transmission system 514, operating oil (oil) that is used to change the operating status of clutch C1, brake B1 and CR clutch lubricates the devices and cools the devices using EOP 555. In addition to the EOP 555, a mechanical oil pump can also be provided.

The second planetary gear mechanism 548 is capable of serving as a power division mechanism that divides (which is synonymous with distributes) the power of motor 512, inserted into the first ring gear R1, between the first rotary machine. MG1 and the first bracket CA1 in a state where differential motion is allowed. Thus, vehicle 510 is capable of performing engine drive using a direct torque (also referred to as direct engine torque) and a torque of MG2 Tm. Direct motor torque is mechanically transmitted to the first bracket CA1 causing the first electric rotary machine MG1 to provide a reaction force against motor torque Te which is inserted into the first ring gear R1. The torque of MG2 Tm is generated by the second electric rotary machine MG2. The second electric rotary machine MG2 is driven using electrical energy generated by the first electric rotary machine MG1 due to a distributed power to the first electric rotary machine MG1. Thus, the second differential unit 544 serves as a known electrical differential unit (continuously variable electric transmission) that controls the gear ratio (speed ratio) by controlling the power control unit 518 by the electronic control unit 580. (described later) to control the operating status of the first MG1 electric rotary machine. That is, the second differential unit 544 is an electrical transmission mechanism in which the differential status of the second planetary gear mechanism 548 is controlled as a result of control over the operating status of the first MG1 electric rotary machine.

[00191] The first differential unit 546 is capable of establishing four states, that is, a direct coupling state, a motor 512 reverse speed change state, a neutral state, and an internal lock state, changing the operating status of clutch C1 and brake B1. Specifically, when clutch C1 is engaged, the first differential unit 546 is placed in the direct coupling state where the rotary elements of the first planetary gear mechanism 550 rotate integrally. When brake B1 is engaged, the first differential unit 546 is placed in the reverse rotation speed state of motor 512 where the second ring gear R2 (the output rotary member of the first differential unit 546) rotates in the direction. negative in response to positive rotation of engine speed Ne. When clutch C1 is released and brake B1 is released, the first differential unit 546 is placed in the neutral state where differential movement of the first planetary gear mechanism 550 is allowed. When clutch C1 is engaged and brake B1 is engaged, the first differential unit 546 is placed in the internal locking state where the rotation of each of the rotary elements of the first planetary gear mechanism 550 stops.

[00192] The first power transmission unit 524 is capable of constituting a continuously variable electric transmission that operates at a power division ratio other than a power division ratio in the second differential unit 544. That is, in the first unit 524, in addition to the fact that the first ring gear R1 (fourth rotary element RE4) is coupled to the second ring gear R2 (second rotary element RE2), the first bracket CA1 (sixth rotary element RE6) is coupled to the second support CA2 (third rotary element RE3) coupling the clutch CR. As a result, the second differential unit 544 and the first differential unit 546 constitute a differential mechanism, the second differential unit 544 and the first differential unit 546 as a whole are permitted to serve with a continuously variable electric transmission that operates. at a power split ratio other than the power split ratio of the second differential unit 544 alone.

In the first power transmission unit 524, the first differential unit 546 and the second differential unit 544 by which the four states are established are coupled together, and vehicle 510 is capable of achieving a plurality of modes. (described later) in synchronization with a change in the operating status of the CR clutch.

In the thus configured first power transmission unit 524, the motor power 512 and the power of the first electric rotary machine MG1 are transmitted from the drive gear 528 to the driven gear 530. Therefore, the motor 512 and the first machine Electric rotary MG1 are coupled to the drive wheels 516 through the first power transmission unit 524 so that the power is transmissible.

The second power transmission unit 526 includes the second electric rotary machine MG2, a rotor shaft 556 of the second electric rotary machine MG2 and a reduction gear 558 (reduction gear 558 having a smaller diameter than driven gear 530). The rotor shaft 556 is arranged parallel to the input shaft 542 and is different from the input shaft 542. Thus, in the second power transmission unit 526, the power of the second electric rotary machine MG2 is transmitted to the driven gear 530 without passing through. Therefore, the second electric rotary machine MG2 is coupled to the drive wheels 516 so that power is transmissible without passing through the first power transmission unit 524. That is, the second machine electric rotary MG2 is an electric rotary machine coupled to the 540 axes which are the rotary output members of the power transmission system 514 so that power is transmissible without passing through the first power transmission unit 524. As for the rotary output members of power transmission system 514, other than shafts 540, final gear 534 or Differential ring gear 536 is also synonymous with the rotary output member of the power transmission system 514.

The thus configured power transmission system 514 is suitably used for a front-wheel drive (FF) front engine vehicle. In power transmission system 514, engine power 512, power of the first electric rotary machine MG1 or power of the second electric rotary machine MG2 is transmitted to driven gear 530, and is transmitted from driven gear 530 to power wheels. drive 516 through final gear 534, differential gear 538, axes 540, and the like sequentially. In vehicle 510, engine 512, first power transmission unit 524 and first electric rotary machine MG1 are arranged along the different geometry axis than the geometric axis along which the second electric rotary machine MG2 is arranged, so that the axial length is reduced. In addition, the reduction ratio of the second electric rotary machine MG2 is allowed to be increased by utilizing the driven gear 530 and reduction gear 558 gear pairs.

Vehicle 510 includes the electronic control unit 580 which includes a controller that controls the displacement devices. The electronic control unit 580 includes the so-called microcomputer which includes, for example, a CPU, a RAM, a ROM, input / output interfaces, and the like. The CPU performs signal processing according to programs pre-stored in ROM while utilizing a RAM temporary storage function, thereby executing various controls on vehicle 510. For example, electronic control unit 580 is configured to perform one control. output on motor 512, first electric rotary machine MG1 and second electric rotary machine MG2, control to change drive mode (described later), and the like. Where necessary, the 580 electronic control unit is divided into an electronic motor control control unit, an electric rotary machine control electronic control unit, a hydraulic control electronic control unit, and the like.

Various signals based on sensed values from various sensors, and the like, provided on vehicle 510 are supplied to the electronic control unit 580. The various sensors include, for example, a 560 engine speed sensor, a output speed sensor 562, a speed sensor of MG1 564, such as a resolver, a speed speed sensor of MG2 566, such as a resolver, an accelerator operation amount sensor 568, a 570 gear position sensor, a 572 battery sensor, a CR 574 hydraulic pressure sensor, an oil temperature sensor 576, and the like. The various signals include, for example, a motor rotation speed Ne, an output rotation speed At which is the rotation speed of the drive gear 528 which corresponds to a vehicle speed V, a rotation speed of MG1 Ng. , a rotation speed of MG2 Nm, a throttle operation amount Ôacc, a gearshift operating position POSsh, a THbat battery temperature, an Ibat battery charge / discharge current, and the Vbat battery voltage of the 520 battery, a CR Per hydraulic pressure, a THoil operating oil temperature which is the operating oil temperature, and the like. Various command signals are supplied from the electronic control unit 580 for devices fitted to vehicle 510. The devices include, for example, engine 512, power control unit 518, hydraulic control circuit 554, EOP 555, and similar. The various command signals include, for example, a motor control command signal If, an electric rotary machine control command signal Sm, a hydraulic control command signal Sp, a power drive control command signal. Sop bomb, and the like. Electronic control unit 580 calculates a SOC charge state (hereinafter referred to as SOC battery capacity) of battery unit 520 based, for example, on the Ibat battery charge / discharge current, Vbat battery voltage, and the like.

[00199] Electronic control unit 580 includes hybrid control means, i.e. hybrid control unit 582, and power transmission change means, i.e. a power transmission change unit 584, so as to implement control functions for various controls on vehicle 510.

[00200] Hybrid control unit 582 performs an output control over motor 512 so that a target motor torque Te is obtained by issuing the motor control command signal If to control the open / closed state of a butterfly valve. electronics, control the amount of fuel injection and injection time, and control the ignition time. Hybrid control unit 582 performs with an output control over the first MG1 electric rotary machine or the second MG2 electric rotary machine so that a target MG1 torque Tg or a target MG2 torque Tm is obtained by issuing the command signal from Sm electric rotary machine control to control the operation of the first MG1 electric rotary machine or the second MG2 electric rotary machine for power control unit 518.

The hybrid control unit 582 calculates a drive torque (required drive torque), which is required at vehicle speed V at that time, the amount of Oacc throttle operation, and causes at least one of the engine 512, the first MG1 electric rotary machine and the second MG2 electric rotary machine generate the required drive torque so that low fuel consumption operation with less exhaust emissions is achieved taking into account a required load value (power output). loading required), and the like.

The Hybrid Control Unit 582 selectively establishes either a motor drive mode (EV drive mode) or a hybrid drive mode (HV drive mode) (also referred to as a motor drive mode (drive mode)). ENG)) as the triggering mode in response to a displacement status. EV trigger mode is a control mode in which EV trigger using at least one of the first MG1 electric rotary machine and the second MG2 electric rotary machine as a source of drive power to propel vehicle 510 into a state where 512 motor operation is stopped is allowed. HV drive mode is a control mode in which HV drive (motor drive) that uses at least motor 512 as a source of drive power to propel vehicle 510 (ie vehicle 510 travels). transmitting engine power 512 to drive wheels 516) is allowed. As the mode in which engine power 512 is converted to electric power by generating power from the first MG1 electric rotary machine and the generated electric power is exclusively switched to battery unit 520, even a mode not provided for in Vehicle Offset 510 sets the engine 512 into an operating state so that such mode is included in the HV drive mode.

[00203] Power transmission shift unit 584 controls coupling operations (operating status) of clutch C1, brake B1 and clutch CR based on the drive mode set by hybrid control unit 582. A power transmission shift unit 584 outputs hydraulic control command signal Sp to engage and / or decouple each of clutch C1, brake B1 and CR clutch in hydraulic control circuit 554 to enable power transmission to move in the drive mode set by the 582 hybrid control unit.

The driving modes that are allowed to be performed by vehicle 510 will be described with reference to Figure 19, and Figure 20 to Figure 27. Figure 19 is an operating coupling graph showing the operating status of each of the vehicle. clutch C1, brake B1 and clutch CR in each drive mode. In the operation coupling chart of Figure 19, a circle mark indicates a coupled state of the corresponding coupling device (C1, B1, CR), a void indicates a released state, and a triangle mark indicates that either or both are coupled at the moment when the engine brake that puts the 512 engine not running in a corotation state is also used. In addition, "G" indicates that the electric rotary machine (MG1, MG2) is mainly made to serve as a generator, and "M" indicates that the electric rotary machine (MG1, MG2) is mainly intended to serve as an engine when Electric rotary machine (MG1, MG2) is driven and is mainly made to serve as a generator when the electric rotary machine (MG1, MG2) performs regeneration. As shown in Figure 19, vehicle 510 is capable of selectively executing an EV trigger mode and an HV trigger mode as a trigger mode. EV triggering mode includes two modes, ie one-motor EV mode and two-motor EV mode. An engine's EV mode is a control mode in which EV drive using the second electric rotary machine MG2 as a single source of drive power is allowed. Two-motor EV mode is a control mode in which EV triggering using the first MG1 electric rotary machine and the MG2 second electric rotary machine as sources of driving force is allowed. The HV trigger mode includes three modes, that is, an overdrive input split mode (O / D) (hereinafter referred to as HV O / D mode), a submarch input split mode ( O / D) (hereinafter referred to as U / D HV mode), and a fixed travel mode.

Figure 20 to Figure 27 are nomograms which relatively show the rotational speeds of rotary elements RE1 to RE6 on the second planetary gear mechanism 548 and the first planetary gear mechanism 550. In these nomograms, vertical lines Y1 to Y4 represent the rotational speeds of rotating elements. In left-hand order when facing in the direction of the sheet, the vertical line Y1 represents the rotation speed of the first solar gear S1 which is the fifth rotary element RE5 coupled to the first electric rotary machine MG1, the vertical line Y2 represents the rotational speed of the second solar gear S2 which is the first rotary element RE1 coupled to motor 512, the vertical line Y3 represents the rotation speed of the first bracket CA1 which is the sixth rotary element RE6 coupled to drive gear 528 and the rotational speed of the second support CA2 which is the third rotary element RE3 which is selectively coupled to housing 522 via brake B1, and the vertical line Y4 represents the rotation speed of the first ring gear R1 which is the fourth rotary element RE4 and the speed of rotation of the second ring gear R2 which is the second rotary element RE2, the first ring gear R1 and the second gear ring design R2 being coupled together. An arrow connected to an open square mark indicates the torque of MG1 Tg, an arrow connected to an open circle mark indicates a motor torque Te, and an arrow connected to a solid circle mark indicates the torque of MG2 Tm. Outlined clutch C1 which selectively mates the second sun gear S2 on the second support CA2 indicates a released state of clutch C1, and hatched clutch C1 (shaded) indicates a coupled state of clutch C1. An open blob mark on brake B1 that selectively engages the second bracket CA2 in housing 522 indicates a released state of brake B1, and a solid blob mark indicates a coupled state of brake B1. An open blunt mark on the CR clutch that selectively couples the first bracket CA1 to the second bracket CA2 indicates a released state of the CR clutch, and a solid blob mark indicates a coupled state of the CR clutch. A straight line that relatively expresses the rotational speeds relative to the second planetary gear mechanism 548 is indicated by a continuous line, and a straight line that relatively expresses the rotational speeds relative to the first planetary gear mechanism 550 is indicated by a dashed line. An arrow connected to a solid circle mark indicates a torque of MG2 Tm generated by the second electric rotary machine MG2 which is driven using electrical energy generated by the first electric rotary machine MG1 using motor power 512 distributed to the first rotary machine. MG1, and does not include a direct motor torque. A solid rhombus mark on the CR clutch overlaps with a solid circle mark, so the solid rhombus mark on the CR clutch is not shown in the drawings.

[00206] Figure 20 is an EV mode nomogram of a motor. As shown in Figure 19, the EV mode of an engine is achieved in a state where all clutch C1, brake B1 and clutch CR are released. In an engine's EV mode, clutch C1 and brake B1 are released, differential movement of the first planetary gear mechanism 550 is allowed, and the first differential unit 546 is placed in neutral state. Hybrid control unit 582 for 512 engine operation, and output torque of MG2 Tm to propel vehicle 510 of second MG2 electric rotary machine. Figure 20 shows a case at a time when vehicle 510 moves forward in a state where the second electric rotary machine MG2 rotates in the positive direction (i.e. the direction of rotation of the first bracket CA1 at the moment when vehicle 510 moves). forward) to emit a positive torque. At the moment when vehicle 510 moves backwards, the second electric rotary machine MG2 is rotated in the opposite direction in contrast to the operation at the moment when vehicle 510 moves forward. While vehicle 510 is moving, the first bracket CA1 coupled to drive gear 528 is rotated in synchronization with the rotation of the second electric rotary machine MG2 (which is synonymous with the rotation of drive wheels 516). In EV mode of an engine, the CR clutch is additionally released, so that engine 512 and first electric rotary machine MG1 are not co-rotated, so engine speed Ne and speed speed MG1 Ng allowed to be set to zero. With this configuration, it is possible to improve electrical energy efficiency (ie, reduce electric fuel consumption) by reducing a drag loss from each of the 512 engine and the first MG1 electric rotary machine. The 582 hybrid control unit maintains the rotation speed of MG1 Ng at zero under return control. Alternatively, the 582 hybrid control unit maintains the rotation speed of MG1 Ng at zero by executing a control (geometry axis control d) to pass current to the first MG1 electric rotary machine so that the rotation of the first MG1 electric rotary machine is fixed. Alternatively, when the rotational speed of MG1 Ng is kept to zero by the denting torque of the first MG1 electric rotary machine even when the torque of MG1 Tg is set to zero, it is not required to add the torque of MG1 Tg. Even when control to keep the rotation speed of MG1 Ng at zero was performed, as the first power transmission unit 524 is in the neutral state where a reaction force against the torque of MG1 Tg cannot be provided, the drive torque. It is not influenced. In EV mode of an engine, the first electric rotary machine MG1 can be put in an unloaded state to rest.

In the EV mode of a motor, the non-running motor 512 is not cogenerated and is placed in a zero idle state, so that when a regenerative control is performed on the second electric rotary machine MG2 while the While vehicle 510 is moving in an engine's EV mode, a large amount of regenerative electricity is allowed to be acquired. When the battery unit 520 becomes a fully charged state and cannot store regenerative energy while the vehicle 510 is moving in an engine's EV mode, it is conceivable to use the engine brake as well. When engine brake is additionally used, clutch C1 or CR clutch is engaged (see engine brake is additionally used in an engine's EV mode) as shown in Figure 19. Since C1 clutch or CR clutch is engaged, the engine 512 is placed in a corotation state. When engine speed Ne is increased by the first electric rotary machine MG1 in this state, it is possible to make the engine brake work. Motor rotation speed Ne is allowed to be set to zero even in motor 512 corotation state. In this case the EV triggering is performed without causing the motor brake to operate. The engine brake is allowed to operate by engaging brake B1.

[00208] Figure 21 is a two-motor EV mode nomogram. As shown in Figure 19, two-engine EV mode is achieved in a state where clutch C1 and brake B1 are engaged and clutch CR is released. In two-engine EV mode, clutch C1 and brake B1 are engaged, and differential movement of the first planetary gear mechanism 550 is restricted, so that rotation of the second bracket CA2 is stopped. For this reason, the rotation of all rotating elements of the first planetary gear mechanism 550 is stopped, so that the first differential unit 546 is set to an internal locking state. Thus, the motor 512 is placed in a zero rotation idle state, and the first ring gear R1 coupled to the second ring gear R2 is also fixed at zero rotation. When the first ring gear R1 is non-rotationally fixed, a reaction tap against the torque of MG1 Tg is provided by the first ring gear R1, so that it is possible to make a torque based on the torque of MG1. Tg is mechanically emitted from first bracket CA1 and transmitted to drive wheels 516. Hybrid control unit 582 for motor operation 512, and causes first electric rotary machine MG1 and second electric rotary machine MG2 to torque of MG1 Tg and the torque of MG2 Tm to propel vehicle 510. Figure 21 shows a case at a time when vehicle 510 moves forward in a state where both the first MG1 electric rotary machine and the second MG2 electric rotary machine rotate in the positive direction to emit a positive torque. At the moment when vehicle 510 moves backwards, the first electric rotary machine MG1 and the second electric rotary machine MG2 are rotated in the reverse direction in contrast to the operation at the moment when vehicle 510 moves forward.

As described with reference to Figure 20 and Figure 21, it is possible to drive vehicle 510 using only the second electric rotary machine MG2 in the EV mode of a motor, and it is possible to drive vehicle 510 using the first electric rotary machine MG1 and the second electric rotary machine MG2 in two-motor EV mode. Therefore, when vehicle 510 performs EV triggering, one engine EV mode is set and vehicle 510 is powered by only the second electric rotary machine MG2 at a low load, and two-engine EV mode is set. and vehicle 510 is driven by both the first MG1 electric rotary machine and the second MG2 electric rotary machine at high load. Including HV actuation, regeneration during vehicle deceleration 510 is mainly performed by the second electric rotary machine MG2.

Figure 22 is an O / D HV mode nomogram in HV trigger mode. As shown in Figure 19, HV O / D mode is achieved in a state where clutch C1 and brake B1 are released and clutch CR is engaged. In HV O / D mode, the CR clutch is engaged, so that the second differential unit 544 and the first differential unit 546 constitute a single differential mechanism. In addition, in the HV O / D mode, clamp C1 and brake B1 are released, so that the second differential unit 544 and the first differential unit 546 as a whole constitute a continuously variable electric transmission that operates at a power split ratio other than the power split ratio of the second differential unit 544 alone. Thus, in the first power transmission unit 524, motor power 512, inserted into the second solar gear S2, is allowed to be distributed between the first solar gear S1 and the first bracket CA1. That is, in the first power transmission unit 524, direct motor torque is mechanically transmitted to the first bracket CA1 causing the first electric rotary machine MG1 to provide a reaction force against motor torque Te which is inserted into the second one. solar gear S2, and the electrical power generated by the first electric rotary machine MG1 using motor power 512 distributed to the first electric rotary machine MG1, is transmitted to the second electric rotary machine MG2 through a predetermined electrical path. The 582 Hybrid Control Unit causes the 512 engine to operate, causes the torque of MG1 Tg which is a reaction touch against the torque of Te motor to be emitted through power generation from the first MG1 electric rotary machine, and makes cause the torque of MG2 Tm to be emitted from the second electric rotary machine MG2 using the electrical energy generated by the first electric rotary machine MG1. Figure 22 shows a case at a time when vehicle 510 moves forward in a state where the second electric rotary machine MG2 rotates in the positive direction to emit a positive torque. At the moment when vehicle 510 moves backwards, the second electric rotary machine MG2 is rotated in the opposite direction in contrast to the operation at the moment when vehicle 510 moves forward. When vehicle 510 shifts backwards, positive rotation and engine torque 512 are directly inserted into the components that constitute the function of the continuously variable electric transmission, that is, a forward engine speed input is achieved.

[00211] Figure 23 is a nomogram at the moment when vehicle 510 moves forward in HV U / D mode in HV drive mode. As shown in Figure 19, forward displacement in U / D HV mode (hereinafter referred to as U / D HV (forward displacement) mode) is achieved in a state where clutch C1 is engaged and the brake is engaged. B1 and the CR clutch are released. In HV (forward displacement) U / D mode, clutch C1 is engaged, brake B1 is released, and the first differential unit 546 is placed in the direct coupling state, so that engine power 512 is directly transmitted to the first ring gear R1 coupled to the second ring gear R2. In addition, in HV U / D (forward displacement) mode, the CR clutch is released, and the second differential unit 544 alone constitutes a continuously variable electric transmission. Thus, the first power transmission unit 524 is capable of distributing the power of motor 512, inserted in the first ring gear R1, between the first solar gear S1 and the first bracket CA1. That is, in the first power transmission unit 524, the direct motor torque is mechanically transmitted to the first bracket CA1 providing a reaction force against the motor torque Te which is inserted into the first ring gear R1 with the utilization of the first electric rotary machine MG1, and the electric power generated by the first electric rotary machine MG1 using motor power 512, distributed to the first electric rotary machine MG1, is transmitted to the second electric rotary machine MG2 via a predetermined electrical path. . The 582 Hybrid Control Unit causes the 512 engine to operate, causes the torque of MG1 Tg against the engine torque Te to be output through power generation from the first MG1 electric rotary machine, and causes the torque to MG2 Tm is emitted from the second electric rotary machine MG2 using the electric power generated by the first electric rotary machine MG1. Figure 23 shows a case at a time when vehicle 510 moves forward in a state where the second electric rotary machine MG2 rotates in the positive direction to emit a positive torque.

[00212] Figure 24 is a nomogram at the moment when vehicle 510 shifts backwards in HV U / D mode in HV drive mode, and shows a case of motor reverse rotation input where the speed and torque of the motor 512 are inverted to negative values and are then inserted into components that achieve the function of continuously variable electric transmission. As shown in Figure 19, reverse displacement of U / D HV mode reverse engine input (hereinafter referred to as U / D HV (reverse displacement) mode reverse rotation input) is achieved in a state where brake B1 is engaged and clutch C1 and clutch CR are released. At the U / D HV (reverse shift) mode reverse input, clutch C1 is released and brake B1 is engaged, and the first differential unit 546 is placed in the engine reverse speed change state. 512, such that motor power 512 is transmitted in negative rotation and negative torque to the first ring gear R1 coupled to the second ring gear R2. In addition, at the U / D HV (reverse shift) mode reverse rotation input, the CR clutch is released, so that the second differential unit 544 alone constitutes a continuously variable electric transmission. With this configuration, in the first power transmission unit 524, it is possible to distribute the motor power 512, which is inserted in the first reverse gear ring gear R1, between the first solar gear S1 and the first bracket CA1. The 582 hybrid control unit operates the 512 motor and causes the torque of MG1 Tg, which is a reaction touch against the motor torque Te, to be emitted through power generation from the first MG1 electric rotary machine, and the The torque of MG2 Tm is emitted from the second electric rotary machine MG2 using the electrical energy generated by the first electric rotary machine MG1. In the example shown in Figure 24, as the first MG1 electric rotary machine emitting a negative torque is placed in a negative rotating region, the second MG2 electric rotary machine emits a positive negative rotating torque to generate electrical energy that is used. for motorization of the first electric rotary machine MG1. However, reverse travel is possible because the direct motor torque (not shown) which is a negative torque is greater in absolute value than the MG2 Tm torque.

[00213] Figure 25 is a nomogram at the moment when vehicle 510 shifts backwards in HV U / D mode in HV drive mode, and shows a case of an engine forward rotation input. As shown in Figure 19, the reverse shift with a U / D HV mode forward engine input (hereinafter referred to as the U / D HV (forward displacement) mode forward rotation input ) is achieved in a state where clutch C1 is engaged and brake B1 and clutch CR are released. At the U / D HV (forward displacement) forward rotation input, clutch C1 is engaged and brake B1 is released so that the first differential unit 546 is placed in the direct coupling state with the As a result, the power of the motor 512 is transmitted directly to the first ring gear R1 coupled to the second ring gear R2. In addition, at the U / D HV (forward shift) mode forward rotation input, the CR clutch is released, so that the second differential unit 544 alone constitutes a continuously variable electric transmission. Thus, the first power transmission unit 524 is capable of distributing the power of the motor 512, which is inserted into the first ring gear R1, between the first solar gear S1 and the first bracket CA1. The 582 hybrid control unit operates the 512 motor and causes the torque of MG1 Tg, which is a reaction touch against the motor torque Te, to be emitted through power generation from the first MG1 electric rotary machine, and the The torque of MG2 Tm is emitted from the second electric rotary machine MG2 using the electrical energy generated by the first electric rotary machine MG1. Figure 25 shows a case at a time when vehicle 510 moves backwards in a state where the second electric rotary machine MG2 rotates in the negative direction to emit a negative torque.

As described with reference to Figure 22 through Figure 25, the O / D HV mode and the U / D HV mode differ from each other in the rotary element, to which the engine power 512 is inserted, into the components. which achieve the function of continuously variable electric transmission, so that the O / D HV mode and the U / D HV mode differ from each other in the power division ratio at the time when the first power transmission unit 524 is Made to serve as continuously variable electric transmission. That is, the ratio between the output torques of the MG1, MG2 electric rotary machines and the ratio of the rotational speeds of the MG1, MG2 electric rotary machines to motor 512 are allowed to be changed between the O / D HV mode and U / D HV mode. The operating status of the CR clutch is changed to change the ratio of the output torque or rotational speed of each of the MG1, MG2 electric rotary machines to the output torque or rotational speed of the 512 engine while driving. motor.

[00215] Direct motor torque in O / D HV mode is reduced from motor torque Te. On the other hand, the direct motor torque in U / D HV (forward displacement) mode is increased from the motor torque Te. In the present embodiment, the second differential unit 544 alone constitutes the continuously variable electric transmission in the U / D HV mode (see Figure 23). Thus, when the differential status of the second differential unit 544 is controlled as a result of control over the operating status of the first MG1 electric rotary machine in a state where clutch C1 is engaged and CR clutch is released, increased torque of motor torque Te is mechanically transmitted to the first bracket CA1.

In the state of a so-called mechanical point at which the rotational speed of MG1 Ng is set to zero and the power of motor 512 is fully mechanically transmitted to the first bracket CA1 without passing through an electrical path (a path of transmission of electrical energy which is an electrical path relative to an electrical exchange to either the first electric rotary machine MG1 or the second electric rotary machine MG2), the case of an overdrive state where the engine speed 512 is increased and is issued from the first bracket CA1 is the O / D HV mode, and the case of an submarking state where engine speed 512 is reduced and is issued from the first bracket CA1 is the U / D HV mode.

Figure 26 is a fixed-mode nomogram in HV drive mode, and shows a case of direct coupling where the rotary elements of the second differential unit 544 and the first differential unit 546 are integrally rotated.

As shown in Figure 19, direct coupling in fixed gear mode (hereinafter referred to as direct coupling fixed gear mode) is achieved in a state where clutch C1 and clutch CR are engaged and brake B1 is released. . In direct coupling fixed travel mode, clutch C1 is engaged and brake B1 is released so that the first differential unit 546 is placed in direct coupling state. In addition, in direct coupling fixed travel mode, the clutch CR is engaged so that the rotating elements of the second differential unit 544 and the first differential unit 546 are fully rotated. Thus, the first power transmission unit 524 is capable of directly emitting motor power 512 from the first bracket CA1. Hybrid control unit 582 causes engine 512 to output engine torque Te to propel vehicle 510. In direct-coupled fixed gear mode, it is also possible to directly output power from the first electric rotary machine MG1 from the first bracket CA1 driving the first MG1 electric rotary machine using power from the 520 battery unit. In direct-coupling fixed travel mode, it is also possible to transmit the power of the second MG2 electric rotary machine to drive wheels 516 by driving the second machine MG2 electric motor with the use of battery unit 520 electric power. Thus, the hybrid control unit 582 is allowed not only to cause the motor torque Te to be emitted but also to have at least one of the first electric rotary machine MG1 and the second electric rotary machine MG2 give a torque to propel vehicle 510. That is, in m mode With a direct coupled fixed drive, vehicle 510 may be driven by engine 512 alone or may be assisted with a torque that is generated by the first electric rotary machine MG1 and / or the second electric rotary machine MG2.

[00218] Figure 27 is a nomogram in fixed travel mode in HV drive mode, and shows a case of output shaft attachment where the first support CA1 is non-rotatable. As shown in Figure 19, output shaft clamping in fixed travel mode (hereinafter referred to as output axis fixed travel mode) is achieved in a state where brake B1 and CR bearing are coupled. and clutch C1 is released. In output shaft fixed travel mode, the clutch CR is engaged so that the second differential unit 544 and the first differential unit 546 constitute a differential mechanism. In addition, in output shaft fixed travel mode, brake B1 is engaged and clutch C1 is released so that the first support CA1 is non-rotatable. Thus, the first power transmission unit 524 is capable of providing a reaction force against motor power 512 which is inserted into the second solar gear S2 using the first electric rotary machine MG1. Therefore, in output shaft fixed travel mode, it is possible to charge battery unit 520 with electric power generated by the first electric rotary machine MG1 using motor power 512. Hybrid control unit 582 operates motor 512, provides a reaction force against engine power 512 through power generation of the first MG1 electric rotary machine, and charges the battery unit 520 with electrical power generated by the first MG1 electric rotary machine through power control unit 518. As the first bracket CA1 is fixed non-rotatable in output shaft fixed travel mode, output shaft fixed travel mode is a mode in which battery unit 520 is exclusively charged during a vehicle stop 510 As described with reference to Figure 26 and Figure 27, in direct coupling fixed travel mode or output shaft fixed travel mode in H drive mode. V, the CR clutch is engaged.

[00219] Figure 5 is a graph showing an example of the torque ratio (Tg / Te) of a torque of MG1 Tg for a motor torque Te and the torque ratio (Tm / Te) of a torque of MG2 Tm to a motor torque Te during engine start-up. The torque of MG2 Tm is generated by the second electric rotary machine MG2 which is driven with electrical energy generated by the first electric rotary machine MG1 using motor power 512. In Figure 5, in a region where the reduction ratio I ( = Ne / No) of the first power transmission unit 524 is relatively large, the torque ratio (Tm / Te) in U / D HV mode is less than the torque ratio (Tm / Te) in O mode / D HV. Therefore, in the region where the reduction ratio I is relatively large, when the U / D HV mode is set, it is possible to reduce a load on the second electric rotary machine MG2 with respect to the motor torque Te. For example, when the HV U / D mode is set at a high motor load 512 where the relatively large reduction ratio I is used, the torque of MG2 Tm is reduced. This means that the HV U / D mode is suitable up to a large reduction ratio I at the maximum torque value of MG2 Tm than the HV O / D mode, and means that the HV drive mode region is allowed. be expanded. On the other hand, in a region where the reduction ratio I is relatively small and less than "1", the absolute value of the torque ratio (TmfTe) in U / D HV mode is greater than the absolute value. Torque Ratio (TmfTe) in O / D HV mode. A state where the torque ratio (Tm / Te) is a negative value is a power circulation state where the second electric rotary machine MG2 generates electric power and the generated electric power is supplied to the first electric rotary machine MG1. It is desirable to avoid or reduce the state of power circulation as much as possible. For this reason, in the region where the reduction ratio I is relatively small, it is possible to reduce a circulating power by setting the O / D HV mode. By switching the control mode between U / D HV mode and O / D HV mode in response to the reduction ratio I, it is possible to transmit motor power using the second MG2 electric rotary machine having a lower torque. .

Figure 28 is a graph showing an example of a rotational speed ratio (Ng / Ne) of a rotational speed of MG1 Ng for a motor rotational speed Ne and a rotational speed ratio (Nm / Ne) from a rotational speed of MG2 Nm to a rotational speed of Ne during forward drive. In Figure 28, in a region where the reduction ratio I of the first power transmission unit 524 is relatively large and greater than "1", the absolute value of the rotation speed ratio (Ng / Ne) in U / D HV is less than the absolute value of the rotation speed ratio (Ng / Ne) in O / D HV mode. Therefore, in the region where the reduction ratio I is relatively large, it is possible to reduce an increase in the rotation speed of MG1 Ng by setting the U / D HV mode. For example, when the U / D HV mode is set at the moment when vehicle 510 begins to move, that is, when the relatively large reduction ratio I is used, the rotation speed of MG1 Ng is reduced. On the other hand, in a region where the reduction ratio I is relatively small and less than "1", the absolute value of the rotation speed ratio (Ng / Ne) in U / D HV mode is greater than is the absolute value of the rotational speed ratio (Ng / Ne) in O / D HV mode. For this reason, in the region where the reduction ratio I is relatively small, it is possible to reduce an increase in the rotation speed of MG1 Ng by setting the O / D HV mode. By changing the control mode between U / D HV mode and O / D HV mode in response to I reduction ratio, it is possible to transmit motor power using the first MG1 electric rotary machine having a rotational speed lower

[00221] Figure 29 is a graph showing an example of the power ratio (Pg / Pe) of a MG1 Pg power for a motor power Pe and the power ratio (Pm / Pe) of a MG2 Pm power for a engine power Pe during forward drive. In Figure 29, in a region where the reduction ratio I of the first power transmission unit 524 is relatively large, the absolute value of each of the power ratio (Pg / Pe) and the power ratio (Pm / Pe ) in the U / D HV mode is less than the absolute value of each of the power ratio (Pg / Pe) and the power ratio (Pm / Pe) in the O / D HV mode. Therefore, in the region where the reduction ratio I is relatively large, it is possible to reduce an increase in MG1 Pg power and an increase in MG2 Pm power by setting the U / D HV mode. On the other hand, in a region where the reduction ratio I is relatively small and less than "1", the absolute value of each of the power ratio (Pg / Pe) and the power ratio (Pm / Pe ) in the U / D HV mode is greater than the absolute value of each of the power ratio (Pg / Pe) and the power ratio (Pm / Pe) in the O / D HV mode. A state where the power ratio (Pm / Pe) is a negative value (ie a state where the power ratio (Pg / Pe) is a positive value) is a state of power circulation. For this reason, in the region where the reduction ratio I is relatively small, it is possible to reduce the circulating power by setting the HV O / D mode. By changing the control mode between U / D HV mode and O / D HV mode in response to the reduction ratio I, it is possible to transmit the engine power using MG1, MG2 electric rotary machines that have a lower output (lower power).

As described with reference to Figure 5, and Figure 28 through Figure 29, the U / D HV mode is set at a high motor load 512 where a relatively large reduction ratio I is used, and the O mode / D HV is established on a low load or high vehicle speed motor 512 where the relatively small reduction ratio I is used. Thus, U / D HV mode or O / D HV mode is selectively used. As a result, an increase in torque or rotational speed of each of the MG1, MG2 electric rotary machines is prevented or reduced, and a driving power is reduced at a high vehicle speed. This leads to a reduction in energy conversion loss in the electrical path and an improvement in fuel consumption. Alternatively, this leads to a reduction in the size of each of the MG1, MG2 electric rotary machines.

In each of the U / D HV mode and O / D HV mode, the first power transmission unit 524 is made to serve as the continuously variable electric transmission. A state where the reduction ratio I of the first power transmission unit 524 is "1" is a state equivalent to the state of the direct coupled fixed gear mode in which clutch C1 and clutch CR are both coupled (see Figure 26). ). Therefore, properly, hybrid control unit 582 changes the control mode between the U / D HV (forward shift) mode in which clutch C1 is engaged and the O / D HV mode in which CR clutch is engaged. changing the operating status of clutch C1 and clutch CR at the time of a synchronization state where the reduction ratio I is "1".

Figure 30 and Figure 31 are views showing examples of a drive mode change map that is used in the control to change the drive mode between the motor drive and the electric motor drive. These drive mode change maps are each a relationship that has boundary lines between a motor drive region and an electric motor drive region with a vehicle speed V and a vehicle travel load 510 (hereinafter referred to as vehicle load) (eg required drive torque) as variables that are obtained empirically or by design and stored in advance (ie, determined in advance). Figure 30 shows a state transition of the power transmission system 514 (i.e., a change in vehicle drive mode 510) into load-hold drive (CS) where vehicle 510 moves in a state where capacity of SOC battery is sustained. Figure 30 is used in the case where vehicle 510 is, for example, a hybrid vehicle, or the like, of which the SOC battery capacity is originally set to a small capacity. Figure 30 is used in the case where the mode for sustaining the SOC battery capacity is established in the case where the vehicle 510 is, for example, a plug-in hybrid vehicle, an extended range vehicle, or the like, of which the SOC battery is originally adjusted to a relatively large capacity. On the other hand, Figure 31 shows a state transition of the power transmission system 514 (i.e., a change in vehicle drive mode 510) into load depletion (CD) drive where vehicle 510 travels while consuming the capacity of battery SOC. Figure 31 is used in the case where the mode in which the SOC battery capacity is consumed is established in the case where the vehicle 510 is, for example, a plug-in hybrid vehicle, an extended range vehicle, or the like, of which SOC battery capacity is originally adjusted to a relatively large capacity. When vehicle 510 is, for example, a hybrid vehicle, or the like, of which the SOC battery capacity is originally set to a relatively small capacity, it is desirable not to use Figure 31.

[00225] In Figure 30, the region of each drive mode is adjusted in response to the travel status, such as vehicle speed V and vehicle load, so that the U / D HV mode tends to be set. at a high load and the HV O / D mode tends to be set at a low load or a high vehicle speed. In direct coupled fixed travel mode, there is no power transmission through the MG1, MG2 electric rotary machines, so a thermal loss resulting from the conversion between mechanical energy and electrical energy disappears. Thus, the direct coupled fixed gear mode is advantageous in improving fuel consumption and avoiding heat generation. For this reason, at a high load, such as towing, or at a high vehicle speed, the region of the direct coupling fixed travel mode is adjusted so that the direct coupling fixed travel mode is actively established. When the battery unit 520 is capable of emitting electric power (or when a motor 512 warm-up and a device warm-up by the 512 motor operation has completed), the motorization of the second electric rotary machine MG2 is performed in the power-on mode. EV in a region where the 512 engine's operating efficiency deteriorates. For this reason, at a low vehicle speed and low load region indicated by the dashed line, the EV mode region of an engine is adjusted. When vehicle load is negative, vehicle 510 decelerates causing the engine brake to operate using engine negative torque 512 in U / D HV mode or O / D HV mode.

When battery unit 520 is capable of receiving electric power, the second electric rotary machine MG2 regenerates electric power in EV trigger mode. For this reason, in a negative vehicle load region indicated by a long, short dashed line, the EV mode region of an engine is adjusted. In the thus set CS mode drive map change map, for example, at the moment when vehicle 510 begins to move, the U / D HV mode is set together with forward or reverse travel. Thus, the engine power Pe is most effectively utilized, so that the acceleration capability of the immobilization improves. With an increase in vehicle speed V in forward travel, the reduction ratio I of the first power transmission unit 524 approaches "1". In this state, the control mode is switched to direct coupling fixed travel mode. In low vehicle speed travel, engine speed Ne becomes extremely low, so the control mode is directly switched from U / D HV mode to O / D HV mode. When a switch to select EV trigger mode is operated by a driver and EV trigger mode is selected, the EV mode of a motor is set in the region indicated by dashed line.

[00226] In Figure 31, the region of each drive mode is adjusted in response to the travel status, such as vehicle speed V and vehicle load, so that the EV mode of an engine is set to one. low vehicle load region and two-engine EV mode is established in a high vehicle load region. In dual-motor EV mode, a power share ratio between the first MG1 electric rotary machine and the second MG2 electric rotary machine is determined based on the operating efficiency of each of the first MG1 electric rotary machine and the second rotary machine. MG2 (for the purpose of, for example, improvement of electrical energy efficiency, a decrease in temperature of each of the MG1, MG2 electric rotary machines, a decrease in temperature of power control unit 518, and the like). Depending on the maximum output of each of the MG1, MG2 electric rotary machines or when an increase in the rotational speed of any of the 514 power transmission rotary elements due to an increase in EV-driven vehicle speed V is reduced operating engine 512, the state may be changed to a state where engine 512 is used as a source of drive force to propel vehicle 510 by setting the HV drive mode region to a high load region or a high vehicle speed as shown in Figure 31. In the negative vehicle load region, the EV mode region of an engine is adjusted so that the second electric rotary machine MG2 regenerates electric power in EV drive. In EV mode of a motor, the first electric rotary machine MG1 is disconnected from motor 512 (that is, the power transmission between the first electric rotary machine MG1 and motor 512 is interrupted), so that the side region of High speed vehicle in one-engine EV mode can be expanded to a higher vehicle speed side than that of two-engine EV mode, as shown in Figure 31. In the thus adjusted drive mode change map in CD drive, for example, as vehicle speed V increases, the rotational speeds of the elements, such as the MG1, MG2 electric rotary machines and 548, 550 planetary gear mechanisms, increase so that the control mode is changed to HV drive mode as set in the CS drive drive mode change map so that the rotation speeds of the elements fall within limits. Regeneration in the negative vehicle load region can be performed in two-engine EV mode instead of one-engine EV mode. An upper limit can be set for drive torque or vehicle speed V, and fuel consumption can be cut by not starting the 512 engine.

Hybrid Control Unit 582 determines which drive mode should be set by applying vehicle speed V and vehicle load (eg required drive torque) on the drive mode change map as shown in Figure 30. or Figure 31. When the drive mode is determined and the current drive mode, the 582 hybrid control unit maintains the current drive mode. When the determined drive mode is different from the current drive mode, the 582 hybrid control unit sets the determined drive mode instead of the current drive mode.

When the EV mode of an engine is set, the Hybrid Control Unit 582 allows EV triggering which uses only the second electric rotary machine MG2 as a source of drive power to propel the 510 vehicle. Two-engine EV engine is established, the 582 hybrid control unit allows EV drive that uses both the first MG1 electric rotary machine and the second MG2 electric rotary machine as drive power sources to propel the vehicle 510.

When the O / D HV mode or the U / D HV mode is established, the 582 hybrid control unit allows motor drive where direct motor torque is transmitted to the first bracket CA1 providing a power of reaction against engine power 512 by generating power from the first MG1 electric rotary machine and a torque is transmitted to the drive wheels 516 driving the second MG2 electric rotary machine with electrical power generated by the first MG1 electric rotary machine. In HV O / D mode or HV U / D mode, the 582 hybrid control unit operates the 512 engine at a motor operating point (that is, a motor operating point expressed by the engine speed). Ne and the engine torque Te) in consideration of the known optimum fuel consumption line of the 512 engine. In O / D HV mode or U / D HV mode, it is also permitted to drive the second electric rotary machine MG2 with power. 520 battery unit in addition to the electrical power generated by the first MG1 electric rotary machine.

[00230] When the direct coupling fixed gear mode is established, the hybrid control unit 582 allows a motor drive where vehicle 510 travels directly by emitting engine power 512 from the first bracket CA1. In direct-coupled fixed gear mode, the hybrid control unit 582 is allowed to cause vehicle 510 to travel directly by emitting power from the first electric rotary machine MG1 from the first bracket CA1 driving the first electric rotary machine MG1 with electric power from battery unit 520 in addition to engine power 512 or transmitting the power of the second electric rotary machine MG2 to the drive wheels 516 by driving the second electric rotary machine MG2 with electric power from the battery unit 520.

During a vehicle standstill 510, when the SOC battery capacity is lower than or equal to a predetermined capacity at which it is determined that a charge is required, the Hybrid Control Unit 582 establishes the fixed travel mode. output shaft. When the output shaft fixed travel mode is established, the hybrid control unit 582 provides a reaction force against engine power 512 by generating power from the first electric rotary machine MG1, and charges battery unit 520 with electric power generated by the first electric rotary machine MG1 through the power control unit 518.

As described above, in an engine's EV mode, engine 512 is placed in a corotation state by engaging clutch C1, clutch CR or brake B1, and in this state it is possible to increase the speed of rotation. Ne engine with the first MG1 electric rotary machine. Thus, when engine 512 is started in an engine's EV mode, electronic control unit 580 sets clutch C1, CR clutch or brake B1 to a coupled state, and in this state ignites the fuel while increasing the speed. Ne engine speed with first MG1 electric rotary machine as required.

[00233] Figure 32 is a view illustrating an example of a case where engine RPM speed Ne is increased to start engine 512 generating torque MG1 Tg in a state where clutch C1 is engaged in EV mode. of a motor with reference to a nomogram similar to the nomograms of Figure 20 through Figure 27. In Figure 32, at such a motor start, a Ted torque corresponding to the negative torque Te of motor 512 (also referred to as motor synchronization torque) which results from an increase in engine speed 512 not in operation as a reaction force to increase engine speed Ne is transmitted to the first bracket CA1 ("OUT") coupled to drive wheels 516, so that a Drive torque drop occurs. In contrast, a shock at engine starting is reduced by emitting a Tmadd torque that compensates for a drop in drive torque (also referred to as trim torque) by using the second electric rotary machine MG2. That is, at such a motor start, the electronic control unit 580 additionally causes the second electric rotary machine MG2 to issue the Tmadd compensation torque as a reaction force canceling torque. The state shown in Figure 32 is during the transition of a motor start, that is, when motor rotation speed Ne is being increased. During EV actuation, the rotation of each of the rotary elements of the first planetary gear mechanism 550, which are integrally rotated as a result of coupled clutch C1 and indicated by a dashed line, is set to zero. When the engine brake is operated, the engine rotation speed Ne is increased as in the state shown in Figure 32.

However, since Tmadd compensation torque is the amount of torque increase of the second MG2 electric rotary machine, if the 512 motor is started in a state where the second MG2 electric rotary machine is already emitting the large MG2 torque. Tm, there is a possibility that it is not possible to provide the required Tmadd compensation torque. So there is a concern that the second electric rotary machine MG2 cannot sufficiently compensate for a drop in drive torque and as a result, it is not possible to reduce a shock at engine starting time.

When the 512 engine is started in one engine EV mode, the electronic control unit 580 operates the CR clutch from a released state toward a coupled state in a state where clutch C1 is engaged. In addition to the coupled state of clutch C1, when a torque capability (hereinafter referred to as CR Ter torque) is generated in the CR clutch, the state changes to a direct coupled fixed gear mode state where clutch C1 and the CR clutch are both coupled (see Figure 26) so that it is possible to increase engine speed Ne without generating the torque of MG1 Tg. A motor start generating CR torque Having on the CR clutch can cause the Tmadd trim torque to decrease compared to an engine start generating MG1 Tg torque. Thus, when the 512 motor is started, it is easily possible to compensate for a drop in drive torque. Hereinafter, the fact that an engine starting generating CR T torque on the CR clutch is capable of further reducing the Tmadd trim torque will be described in detail.

In Figure 32, the spacing ratio between adjacent lines between vertical lines Y1 to Y4 is 1: λ: λ as shown in the drawing. Each "λ" in the second and third terms is calculated based on the gear ratio (= Number of solar gear teeth / Number of ring gear teeth) of each of the planetary gear mechanisms 548, 550, and not It is always the same value. In the present embodiment, each "λ" in the second and third terms is assumed to be the same value for the sake of convenience. At engine startup as shown in Figure 32, as clutch C1 is engaged, the rotating elements of the first planetary gear mechanism 550, indicated by dashed lines, are fully rotated. In this state, when a negative torque Tg is emitted from the first electric rotary machine MG1, the rotation of motor 512 coupled to the second solar gear S2 of the first planetary gear mechanism 550 is increased. At motor start, the Ted torque transmitted to the first support CA1 ("OUT") is (1 + 2χλ) / (1 + λ) χΤβ. For this reason, the Tmadd compensation torque that compensates for a drive torque drop in the first bracket CA1 ("OUT") is - (1 + 2χλ) / (1 + λ) χΤβ. In this mode, the compensation torque Tmadd is greater than the absolute value of motor synchronization torque Te. This is due to the same principle as the fact that direct motor torque in U / D HV (forward displacement) mode is increased from motor torque Te as described above. In the calculations here, inertial terms are omitted.

Figure 33 is a view illustrating an example in the case where the engine RPM speed Ne is increased to start the engine 512 operating the released state clutch CR toward the coupled state in a state where the C1 clutch is engaged. coupled in the EV mode of a motor with reference to the same name as Figure 32. At engine start as shown in Figure 33 also, as clutch C1 is engaged, the rotary elements of the first planetary gear mechanism 550, indicated per dashed line, are wholly rotated. In this state, at engine startup as shown in Figure 33, the rotation of the engine 512 coupled to the second solar gear S2 of the first planetary gear mechanism 550 is increased by generating the CR Tension on the CR clutch as a result of operating the CR clutch. from the released state toward the coupled state. At engine start, the CR clutch is in a sliding state; however, CR Ter torque is generated to increase motor rotation speed Ne, so the Ted torque transmitted to the first bracket CA1 ("OUT") becomes motor synchronization torque Te. For this reason, the Tmadd compensation torque that compensates for a drive torque drop in the first bracket CA1 ("OUT") is -Te. In this mode, the compensation torque Tmadd is the same value as the absolute value of motor synchronization torque Te. Therefore, an engine start operating the released state CR clutch in the coupled state direction is able to further reduce the Tmadd trim torque compared to an engine start generating the MG1 Tg torque. In the calculations here, inertial terms are omitted.

Even when the Tmadd compensation torque is reduced by a motor starting generating the CR Ter torque, there is a possibility that it is not possible to provide a Tmadd compensation torque that is required from the second electric rotary machine MG2. At engine start, as MG1 Tg torque (negative torque) is not used, MG1 Tg torque (positive torque) is allowed to be used to provide Tmadd compensation torque. When the electronic control unit 580 starts the 512 engine in an engine's EV mode, the electronic control unit 580 operates the released state clutch toward the coupled state in a state where clutch C1 is engaged, and causes the first MG1 electric rotary machine to emit the Tmadd compensation torque. Thus, the second electric rotary machine MG2 need not leave the Tmadd compensation torque unused for EV drive since the first electric rotary machine MG1 is capable of emitting the Tmadd compensating torque, so that the region in which the torque drive is EV runs using the second electric rotary machine MG2 (ie, the EV mode region of an engine) expands.

[00239] Figure 34 is a view illustrating an example in the case where the first electric rotary machine MG1 is made to emit the Tmadd compensation torque at the moment when the engine 512 is started operating the released state CR clutch towards the coupled state. in a state where clutch C1 is engaged in an engine's EV mode with reference to the same nomogram as Figure 33. Figure 35 is a graph illustrating the CR T torque that is required to generate on the CR clutch (hereinafter forward, required CR torque Tcrn) in the case where the first electric rotary machine MG1 outputs the compensation torque Tmadd.

[00240] In Figure 34, at engine start generating CR torque

Having in clutch CR, the Tmadd compensation torque is generated using the torque of MG1 Tg (positive torque). The torque of MG1 Tg (positive torque) adds a torque (this torque is denoted by Tgd) that compensates for a drop in drive torque to the first bracket CA1 ("OUT"). On the other hand, the torque of MG1 Tg (positive torque) adds a torque (this torque is denoted by Tgdd) in the direction to reduce the Ne motor rotation speed for the first planetary gear mechanism 550 which is fully rotated as a result of the clutch C1 coupled and indicated by a dashed line. Therefore, a torque acting on the first bracket CA1 ("OUT") at the moment when CR Ter torque is generated to increase motor rotation speed Ne is Tgd - | Te + Tgdd |. When it is assumed that the state where CR Ter torque is generated in addition to the coupled state of clutch C1 is equivalent to the state of the direct coupled fixed travel mode (see Figure 26) in which both clutch C1 and CR clutch are coupled. , the torque of MG1 Tg (positive torque) is Tgd - | Tgdd |. For this reason, a torque acting on the first support CA1 ("OUT") is Tg - | Te |. Thus, when the first electric rotary machine MG1 emits at least one torque that corresponds to the absolute value of motor synchronization torque Te as the torque of MG1 Tg (positive torque), it is possible to compensate for a drop in drive torque. In the calculations here, inertial terms are omitted.

As a condition that it is possible to increase the engine rpm Ne by generating the CR Ter torque, at least the CR Ter torque that corresponds to the Tgdd torque that is added to the first planetary gear mechanism 550 by the torque of MG1 Tg (positive torque) is required in addition to motor synchronization torque Te. Thus, the required CR Torque is a torque that exceeds | Te + Tgdd |. Torque Tgdd is (1 + λ) / λxTg, so the CR Torque Required with which the engine speed of Ne is increased is a torque that exceeds a torque (= | Te + (1 + λχλχΤςΙ) as indicated by the continuous line in Figure 35. In the calculations here, inertial terms are omitted.

[00242] As described with reference to Figure 34 and Figure 35, even when the second electric rotary machine MG2 is not emitting part of the Tmadd compensation torque, but when the first electric rotary machine MG1 emits a torque that corresponds to the absolute value of the torque. motor synchronization Te, it is possible to provide the Tmadd compensation torque. Therefore, the EV mode region of a motor is allowed to be adjusted based on the maximum torque of the second MG2 electric rotary machine, so it is possible to expand the EV drive region beyond the EV mode region of a motor, the which is adjusted based on a torque obtained by subtracting the Tmadd compensation torque from the maximum torque of the second MG2 electric rotary machine.

[00243] As the torque of MG1 Tg (positive torque) increases, the required CR Tcrn torque is also increased. In addition, when starting the engine generating CR Ter torque, the CR clutch is in a sliding state, so that there is a possibility that a thermal inconvenience will occur. For this reason, it is desirable to adjust the upper torque limit value of MG1 Tg (positive torque) taking into account a possible value such as CR Ter torque.

[00244] When the first electric rotary machine MG1 emits the torque of MG1 Tg (positive torque) that exceeds the Tmadd compensation torque, it is possible to accelerate while starting the motor by increasing the drive torque.

In order to implement the above described motor start control, the electronic control unit 580 further includes condition determination means, i.e. a condition determination unit 586, a start control means, i.e. , starter control unit 588, and torque compensation control means, that is, torque compensation control unit 589.

When the motor is started by generating the torque of MG1 Tg (negative torque) (see Figure 32), condition determination unit 586 determines whether the second electric rotary machine MG2 is capable of providing a required Tmadd compensation torque. For example, condition determination unit 586 determines whether a torque obtained by subtracting the torque from MG2 Tm, which corresponds to the required drive torque and which is currently being emitted from the second electric rotary machine MG2, from the torque of MG2 Tm which is currently being emitted from the second electric rotary machine MG2 is insufficient for Tmadd compensation torque during EV drive in an engine's EV mode. The Tmadd compensation torque is - (1 + 2χλ) / (1 + λ) χΤβ as described above. Motor synchronization torque Te is, for example, calculated based on increasing acceleration of rotation at engine starting time based on discharge gas purification requirements or the like.

[00247] At motor start time 512, when condition determining unit 586 determines that the Tmadd compensation torque at motor start generating torque MG1 Tg (negative torque) is not insufficient, the start control unit 588, for example, starts engine 512 causing the first electric rotary machine MG1 to torque MG1 Tg (negative torque) in a state where clutch C1 is engaged and igniting fuel while increasing engine speed. (see Figure 32).

At motor starting time 512, when condition determining unit 586 determines that the Tmadd compensating torque at motor starting generating the MG1 Tg (negative torque) torque is insufficient, the Starter 588 starts engine 512 operating the CR clutch from a released state to a coupled state in a state where clutch C1 is engaged and igniting the fuel while increasing engine speed Ne (see Figure 33).

[00249] At engine startup operating the released state CR clutch in the coupled state direction, each of the first MG1 electric rotary machine and the MG2 second electric rotary machine is capable of generating the Tmadd compensation torque. That is, when motor 512 is started, torque compensation control unit 589 is capable of emitting a torque from each of the first electric rotary machine MG1 and the second electric rotary machine MG2 so that a drive torque drop is reduced. When compensating for a drive torque drop using the second electric rotary machine MG2, the Tmadd trim torque is allowed to actuate directly on the 516 drive wheels, so it is relatively easy to control the magnitude of the Tmadd trim torque. On the other hand, in compensating for a drive torque drop using the first MG1 electric rotary machine, a reaction touch is provided by the CR clutch being operated from the released state toward the coupled state in a sliding state, so that It is relatively difficult to control the magnitude of the Tmadd compensation torque acting on the drive wheels 516. For this reason, the torque compensation control unit 589 causes the first electric rotary machine MG1 to emit a torque whereby the torque of MG2 Tm is insufficient for a torque to reduce a drive torque drop so that the Tmadd compensation torque that is generated by the second electric rotary machine MG2 is emitted in preference to the Tmadd compensation torque that is generated by the first electric rotary machine MG1. .

More specifically, when starting the engine operating the released state CR in the coupled state direction, the Tmadd compensation torque is -Te, so it is possible to reduce the Tmadd compensation torque compared to a starting. of the motor generating the torque of MG1 Tg (negative torque). However, when the MG2 Tm torque currently being emitted from the second MG2 electric rotary machine is large due to the large drive torque required, the second MG2 electric rotary machine is not able to provide the reduced Tmadd compensation torque. In this case, the first electric rotary machine MG1 must provide an insufficient amount of Tmadd compensation torque by emitting the torque of MG1 Tg (positive torque). For this reason, condition determination unit 586 determines whether a torque obtained by subtracting the torque from MG2 Tm, which corresponds to the required drive torque and which is currently being emitted from the second electric rotary machine MG2, from the torque of MG2 Tm. currently being emitted from the second electric rotary machine MG2 is insufficient for Tmadd compensation torque (= -Te). That is, condition determination unit 586 determines whether assistance from MG1 that the first electric rotary machine MG1 issues the torque of MG1 Tg (positive torque) is required.

At motor starting time 512, when condition determining unit 586 determines that MG1 servicing is not required, torque compensation control unit 589 does not perform MG1 servicing, and only causes The second electric rotary machine MG2 additionally issues the Tmadd compensation torque. On the other hand, at motor starting time 512, when condition determining unit 586 determines that MG1 servicing is required, torque compensation control unit 589 performs MG1 servicing. In servicing MG1, the torque compensation control unit 589 outputs the MG1 Tg (positive torque) torque of the first MG1 electric rotary machine so that a drive torque drop is reduced. The torque of MG1 Tg (positive torque) is a torque whereby the torque of MG2 Tm is insufficient for the compensation torque Tmadd (= -Te). When the second electric rotary machine MG2 is not able to emit part of the Tmadd compensation torque or when a mode in which the second electric rotary machine MG2 originally does not emit the Tmadd compensation torque is used, the torque compensation control unit 589 outputs the MG1 Tg (positive torque) torque of the first MG1 electric rotary machine so that a drop in drive torque is reduced by using only the first MG1 electric rotary machine.

As vehicle load (eg required drive torque) decreases, the torque of MG2 Tm that is used to drive vehicle 510 reduces so that a torque margin of MG2 Tm which is allowed to be used for Tmadd compensation torque, relatively increases. As described above it is desirable to use the torque of MG2 Tm for the compensation torque Tmadd in preference to the torque of MG1 Tg (positive torque). Therefore, the 589 torque compensation control unit decreases the MG1 Tg (positive torque) torque that is emitted from the first MG1 electric rotary machine as vehicle load decreases.

The Tmadd compensation torque that is generated by the first electric rotary machine MG1 acts in the direction to reduce the rotational speed of the second ring gear R2 (i.e. the rotary elements of the first differential unit 546, which are integrally rotated due to coupled C1 clutch) coupled to the first ring gear R1 (ie, acts as a reaction touch on the released state clutch CR towards the coupled state). For this reason, the torque compensation control unit 589 adjusts the torque of MG1 Tg (positive torque) that is output from the first MG1 electric rotary machine to a predetermined value or less. The default value is adjusted based on the CR Ter torque that can be generated based on, for example, a thermal load, or the like, and the torque (= | Te + (1 + λ) / λxTg |) indicated by the line. continuous in Figure 35.

At engine startup operating the released state clutch CR in the coupled state direction, a variation in engine speed Ne tends to fluctuate with respect to a target value, so that there is a possibility that combustion stability of the 512 engine is impaired. The engine RPM speed is subject to feedback control using the torque of MG1 Tg of which the time constant is less than the hydraulic pressure of CR Per to operate the CR clutch. That is, when the 512 motor is started, the torque compensation control unit 589 outputs the MG1 Tg torque of the first MG1 electric rotary machine under return control so that the motor rotation speed Ne is varied over the target value.

When the THoil operating oil temperature for operating the CR clutch is low, there is a possibility that the response (which is synonymous with controllability) of the CR clutch decreases due to a high viscosity of the operating oil. When the THoil operating oil temperature is high, there is a possibility that the CR clutch response decreases due to valve operating oil leakage, and the like, of valves (solenoid valve, throttle valve, and the like). , provided on the hydraulic control circuit 554) associated with the hydraulic pressure supply for the CR clutch. When CR clutch response is low, engine starting response may decrease. In such a case, although Tmadd compensation torque is insufficient, it is more desirable to start the engine generating the MG1 Tg (negative torque) torque than to start the engine operating the released state CR clutch in the coupled state direction. That is, even when it is not possible to reduce a drive torque drop, ensuring the motor starting response is given a higher priority.

More specifically, at motor starting time 512, when condition determining unit 586 determines that the Tmadd compensation torque at motor starting generating torque MG1 Tg (negative torque) is insufficient, the determining unit Condition 586 determines that the response (controllability) at the time of operating the CR clutch is high or low based on the operating oil THoil operating oil temperature for operating the CR clutch. Condition determining unit 586 determines whether the response at the time of operating the CR clutch is high or low based on whether the THoil operating oil temperature is higher than a predetermined oil temperature. The predetermined oil temperature is, for example, a limit determined in advance to determine that the operating oil viscosity is low to such a degree that the response of the clutch CR is assured. In other words, condition determining unit 586 determines whether the response at the time of operating the clutch CR is high or low based on whether the THoil operating oil temperature is lower than a predetermined second oil temperature. The second predetermined oil temperature is, for example, a value higher than the predetermined oil temperature and is a threshold determined in advance to determine that the valve operating oil leak is reduced to such a degree that the response of the in-breagem CR is assured.

When condition determination unit 586 determines that the response to operate the CR clutch is high, the starter control unit 588 performs a motor start control (also referred to as a CR clutch coupling motor starter). to operate the released state CR clutch toward the coupled state in a state where clutch C1 is engaged. On the other hand, when condition determining unit 586 determines that the response at the time of operating the CR clutch is low, the starting control unit 588 performs a motor start control (also referred to as normal engine start) to Increase Ne engine speed by using the first MG1 electric rotary machine in a state where clutch C1 is engaged and CR clutch is released.

[00258] Figure 36 is a flowchart illustrating a relevant portion of control operations of the electronic control unit 580, that is, control operations to easily compensate for a drive torque drop at motor starting time 512. This A flowchart is, for example, performed when it is determined to start the engine during EV activation. Figure 37 is a view showing an example of a time graph in the case where the control operations shown in the flow chart of Figure 36 are performed.

[00259] In Figure 36, initially, in step (hereinafter, step is omitted) S10 which corresponds to the function of condition determination unit 586, it is determined whether the Tmadd compensation torque that is generated by the second electric rotary machine MG2 is insufficient in the case where normal motor starting is performed.

When an affirmative determination is made at S10, it is determined at S20 that it corresponds to the function of condition determination unit 586 if the response to operate the CR clutch is high based on whether the THoil operating oil temperature is higher than the predetermined oil temperature. For example, if the response to operate the CR clutch is high it can be determined based on whether the THoil operating oil temperature is lower than the second predetermined oil temperature (> the predetermined oil temperature). When an affirmative determination is made at S20, the CR clutch coupling motor starter is selected at S30 which corresponds to the function of the starter control unit 588. Subsequently, at S40 which corresponds to the function of the condition determination unit 586, It is determined whether MG1 assistance is required. When an affirmative determination is made at S40, perform service MG1 (ie with service MG1) is selected at S50 which corresponds to the function of torque compensation control unit 589. Subsequent to S50 motor 512 is started operating the released state clutch CR toward the coupled state in a state where clutch C1 is engaged and igniting the fuel while increasing engine RPM Ne (see Figure 33). At engine start, the Tmadd compensation torque is output from the first electric rotary machine MG1 and the second electric rotary machine MG2. The torque of MG1 Tg (positive torque) is issued with the assistance of MG1 as a torque whereby the torque of MG2 Tm is insufficient for the required Tmadd compensation torque (see Figure 34). On the other hand, when a negative determination is made at S40, not servicing MG1 (ie without MG1 assistance) is selected at S60 which corresponds to the function of torque compensation control unit 589. Subsequent to S60, engine 512 is started by operating the released state clutch CR toward the coupled state in a state where clutch C1 is engaged and igniting the fuel while increasing engine speed Ne (see Figure 33). At engine start, the Tmadd compensation torque is emitted from only the second electric rotary machine MG2. On the other hand, when a negative determination is made at S10 or when a negative determination is made at S20, the normal motor start is selected at S70 which corresponds to the function of the starter control unit 588. Subsequent to S70, motor 512 It is switched on by emitting the MG1 Tg (negative torque) torque of the first MG1 electric rotary engine in a state where clutch C1 is engaged and igniting the fuel while increasing engine speed Ne (see Figure 32).

[00260] Figure 37 shows the case where the CR clutch coupling motor starter of the state where vehicle 510 is performing EV drive in a constant throttle operation amount. In Figure 37, during EV actuation where engine 512 operation is stopped in a state where the EV mode of a engine in which clutch C1 is engaged (see engine brake is additionally used in Figure 19) or U / D HV (forward displacement) is established, the amount of throttle operation 0acc begins to increase (see time t1). Consequently, the required drive torque increases, so that the torque of MG2 Tm also increases, a positive electrical energy (ie, battery discharge electrical energy) of electrical energy (also referred to as battery electrical energy) of the control unit. Battery 520 also increases in proportion (see time t1 to time t4). After this, as a result of the fact that the amount of Gacc throttle operation has increased, it is determined to start the engine (see time t3). Thus, CR Ter torque is generated in the CR clutch. A hydraulic pressure command value to supply the CR Per hydraulic pressure may be issued from the moment it is determined to start the engine or to improve the response to engage the CR clutch, as shown in the example in Figure 37, it can be predicted to start the engine and then start preparing to generate the CR T torque from the moment it is predicted to start the engine. For example, a threshold at which the engine is predicted to start is set to the amount of throttle operation 0acc lower than a threshold at which the engine is determined to start. Time t2 indicates that the preparation to generate CR Ter torque is initiated as the amount of throttle operation 0acc has reached a limit at which it is predicted to start the engine. In preparation for generating CR torque Initially having a temporary high hydraulic pressure to move the pressure regulating valve supplying the CR Per hydraulic pressure is issued as a hydraulic pressure command value of the CR Per hydraulic pressure, and thereafter a constant hold pressure to move a piston from clutch CR is emitted (see time t2 to time t3). The constant hold pressure is not that for moving the piston until a so-called fill is completed to fill the gap between the clutch friction materials CR. In the example of Figure 37, after being predicted to start the engine, the amount of throttle operation 0acc increased, so that it is determined to start the engine, and the hydraulic pressure command value of CR Per hydraulic pressure to generate the torque of. CR Ter begins to be issued (see time t3). At the emission of the hydraulic pressure command value, initially a temporary high hydraulic pressure to fill the CR clutch is emitted, and thereafter the constant hold pressure is emitted (see time t3 to time t6). As CR Torque actually begins to be generated as a result of issuing the CR Per hydraulic pressure command value to generate the CR torque

Tue, engine speed Ne starts to increase (see time t5). As an increase in engine speed Ne is detected, the torque of MG2 Tm is increased and the torque of MG1 Tg (positive torque) is emitted to give the Tmadd compensation torque (see time t5 to time t6). As each of the MG1, MG2 electric rotary machines includes a resolver, the onset of an increase in engine speed Ne can be precisely detected based on the speed of MG1 Ng and the speed of MG2 Nm. Detecting the onset of such an increase in engine RPM speed Ne, the relationship between a CR Ter torque and a CR Per hydraulic pressure command value to generate the CR Ter torque can be learned, and the value pressure control valve of CR Per hydraulic pressure, which is used at engine start next time can be corrected. Alternatively, the CR Per hydraulic pressure command value can be corrected using the CR Per hydraulic pressure detected by a CR 574 hydraulic pressure sensor or a piston stroke detected by a CR clutch piston stroke sensor. . As motor speed Ne starts to increase, feedback control is performed using the first electric rotary machine MG1 so that a desired increase path in motor speed Ne is obtained. Because the response of the first MG1 electric rotary machine is higher than the CR Per hydraulic pressure, the ability to track to a target improves. As a drive torque fluctuates due to fluctuations in the torque of MG1 Tg (positive torque) on return control, fluctuations are canceled by the torque of MG2 Tm (see time t5 to time t6). As motor speed Ne reaches a predetermined speed, motor 512 is ignited (see time t6). With an increase in engine torque Te after ignition, the hydraulic pressure command value for decreasing the hydraulic pressure of CR Per is issued in preparation for engine starting later (see time t6 to time t8). After ignition, it is determined whether engine 512 has performed a complete combustion (see time t7), and when combustion becomes stable, engine torque Te is increased (see time t8 and thereafter). As the drive mode is changed to engine drive that uses engine power Pe as a main power source, the battery electric power that is used to propel vehicle 510 is reduced (see time t8 to time t9).

As described above, according to the present embodiment, when engine 512 is started generating the torque of MG1 Tg (negative torque) in a state where clutch C1 is engaged and clutch CR is released, increased torque of the Te motor synchronization torque is mechanically emitted for the first coupling bracket CA1 on the drive wheels 516. As the motor synchronization torque Te is allowed to act directly on the first bracket CA1 operating the released state CR clutch towards the coupled state. In a state where clutch C1 is engaged when the 512 engine is started, it is possible to reduce the Tmadd trim torque compared to the Tmadd trim torque at engine starting time using the first electric rotary machine MG1. Thus, at engine starting time 512, it is possible to easily compensate for a drop in drive torque.

According to the present embodiment, when the 512 engine is started by operating the released state CR clutch in the coupled state direction, the torque of MG1 Tg (positive torque) is emitted so that the torque of MG1 Tg ( negative torque) that is used to start the 512 motor is generated but the drive torque drop is reduced so that the Tmadd compensation torque can be generated using the first electric rotary machine MG1. Thus, for example, when all Tmadd compensation torque is provided by the second electric rotary machine MG2, it is possible to expand a motor drive region of the second electric rotary machine MG2, which is determined in advance so that the compensation torque Tmadd is reserved.

According to the present embodiment, when motor 512 is started, a torque is emitted from each of the first electric rotary machine MG1 and the second electric rotary machine MG2 so that a drop in drive torque is reduced so as to This allows the Tmadd compensation torque to be generated using both the first MG1 electric rotary machine and the second MG2 electric rotary machine. This makes it easy to reduce a shock at engine starting.

According to the present embodiment, as the torque of MG1 Tg (positive torque) is set to the predetermined value or less, it is possible to achieve an increase in engine RPM with the use of the CR clutch and compensation. for a drop in drive torque using the first MG1 electric rotary machine.

According to the present embodiment, as the torque of MG1 Tg (positive torque) is reduced as vehicle load decreases, that is, a margin of torque of MG2 Tm relatively increases, the compensation torque Tmadd that is generated by the second electric rotary machine MG2 is increased so that it is possible to compensate stably for a drop in drive torque. This makes it easy to reduce a shock at engine starting.

According to the present embodiment, as a torque by which the torque of MG2 Tm is insufficient for a torque to reduce a drive torque drop is emitted from the first electric rotary machine MG1, the Tmadd compensation torque that is generated The second electric rotary machine MG2 is emitted in preference to the Tmadd compensation torque that is generated by the first electric rotary machine MG1, so that it is possible to compensate stably for a drop in drive torque. This makes it easy to reduce a shock at engine starting.

According to the present embodiment, when the motor 512 is started, the torque of MG1 Tg is emitted under return control so that the motor rotation speed Ne varies over the target value, so that it is possible Reduce variations in Ne engine speed with the use of the first MG1 electric rotary machine that has a higher response than the operation of the CR in-circuit. Thus, it is easy to ensure the combustion stability of the 512 engine.

According to the present embodiment, when the response at the time of operating the CR clutch is low, the engine start control to increase the engine speed Ne with the use of the first MG1 electric rotary machine in a state where clutch C1 is engaged and clutch CR is released, this ensures response at engine starting time 512.

According to the present embodiment, whether the response at the time of operating the CR clutch is high or low is determined based on the operating oil temperature THoil of the operating oil to operate the CR clutch, and when the response When the CR clutch is low, the response at engine starting time 512 is ensured by running a starting control with the first electric rotary machine MG1 to ensure a smooth starting of the 512 engine.

According to the present embodiment, the second differential unit 544 includes a single pinion planetary gear mechanism in which the first ring gear R1 is the fourth rotary element RE4, the first solar gear S1 is the fifth rotary element. RE5 and the first support CA1 is the sixth rotary element RE6, so that when the differential status of the second differential unit 544 is controlled in a state where clutch C1 is engaged and the clutch CR is released, a torque increased motor torque Te is mechanically transmitted to the first bracket CA1.

In the following, a seventh embodiment of the invention will be described. In the following description, like reference numerals denote portions common to the embodiments, and the description is omitted.

In the above-described sixth embodiment, the CR clutch coupling motor starter is performed when the response at the time of operating the CR clutch is high; whereas normal engine starting using the torque of MG1 Tg (negative torque) is performed when the response at the time of operating the CR clutch is low. Therefore, when the response at the time of operating the CR clutch is high, it is possible to reduce the MG2 Tm torque that is required to be reserved (ie the MG2 Tm torque that is left unused in EV drive) so to be used according to the Tmadd compensation torque at the moment of starting the motor. In an extreme case, in a mode in which the Tmadd compensation torque is provided using the MG1 Tg (positive torque) torque, it is not required to reserve the MG2 Tm torque in order to be used as the Tmadd compensation torque. On the other hand, when the response at the moment of operating the CR clutch is low, the combustion stability at engine starting improves through normal engine starting using the torque of MG1 Tg (negative torque) but the torque Tmadd compensation required increases. Therefore, the electronic control unit 580 narrows the EV drive region where vehicle 510 travels using the second electric rotary machine MG2 as a source of drive force in a state where engine 512 operation is stopped in the case where Response at the time of operating the CR clutch is low compared to the case where the response at the time of operating the CR clutch is high.

Specifically, when condition determining unit 586 determines that the response at the time of operating the CR clutch is high, the selected hybrid control unit 582 (adjusts) a first EV region as the EV mode mode region. an engine. On the other hand, when condition determination unit 586 determines that the response at the time of operating the CR clutch is low, the selected hybrid control unit 582 (adjusts) a second EV region as the EV mode region of a motor. The first EV region is set so that, for example, a high load side vehicle load region is wide (ie a required drive torque is expanded to a higher torque region) compared to second EV region.

Figure 38 is a flowchart illustrating a relevant portion of control operations of the electronic control unit 580, that is, control operations for changing the EV region based on a response at the time of operating the CR clutch. The flowchart is, for example, repeatedly executed during the shift.

In Figure 38, initially at S110 which corresponds to the function of condition determination unit 586, it is determined whether the response at the time of operating the CR clutch is high based on whether the THoil operating oil temperature is higher. higher than the predetermined oil temperature. For example, whether the response at the time of operating the CR clutch can be determined on the basis of whether the THoil operating oil temperature is lower than the second predetermined oil temperature (> the predetermined oil temperature). When an affirmative determination is made on S110, the first EV region is selected (adjusted) as the EV mode region of a motor on S120 that corresponds to the function of the 582 hybrid control unit. On the other hand, when a negative determination is made at S110, the second narrowest EV region than the first EV region is selected (adjusted) as the EV mode region of a motor at S130 that corresponds to the 582 hybrid control unit function.

As described above, according to the present embodiment, the EV drive region in the case where the response when operating the CR clutch is low is narrower than the EV drive region in the case where the response when operating the CR clutch is high, so that at engine starting time 512 a torque margin of MG2 Tm tends to be reserved (ie the Tmadd compensation torque that is generated by the second electric rotary machine MG2 tends to be booked).

[00277] Figure 39 is a view illustrating the schematic arrangement of devices for displacement of a vehicle 600 according to an eighth embodiment of the invention. In Figure 39, vehicle 600 is a hybrid vehicle including engine 512, first electric rotary machine MG1, second electric rotary machine MG2, power transmission system 602 and drive wheels 516. Power 602 includes the first MG1 electric rotary machine and the second MG2 electric rotary machine.

The power transmission system 602 is provided in the power transmission path between the motor 512 and the drive wheels 516. The power transmission system 602 includes a first power transmission unit 604, a second power transmission unit. power transmission 606, a drive pinion 610, differential gear 538, and the like within housing 522. Drive pinion 610 is coupled to a drive shaft 608 which is the rotary output member of the first power transmission unit. 604. Differential ring gear 536 is in engagement with drive pinion 610 via differential ring gear 536. Power transmission system 602 includes axles 540 coupled to differential gear 538, and the like.

The first power transmission unit 604 is arranged coaxially with the input shaft 542 which is a rotatable input member of the first power transmission unit 604, and includes a second differential unit 612, a first differential unit. 614 and the CR clutch. Second differential unit 612 includes second planetary gear mechanism 548 (second differential mechanism) and first electric rotary machine MG1. First differential unit 614 includes first planetary gear mechanism 550 (first differential mechanism), clutch C1 and brake B1.

In the second differential unit 612, the first solar gear S1 is the fourth rotary element RE4 as the input element coupled to the rotary output member (i.e. the second solar gear S2 of the first planetary gear mechanism 550) of the first differential unit 614, and serves as the input rotary member of the second differential unit 612. The first ring gear R1 is coupled to the rotor shaft 552 of the first electric rotary machine MG1, and is the fifth rotary element RE5 which is a reaction element in which the first electric rotary machine MG1 is coupled so that power is transmissible. The first support CA1 is coupled to drive shaft 608, and is the sixth rotary element RE6 which is an output element coupled to drive wheels 516. The first support CA1 serves as an output rotary member of the second differential unit 612.

In the first differential unit 614, the second support CA2 is coupled to input shaft 542, and is the first rotary element RE1 to which motor 512 is coupled via input shaft 542 so that power is transferable. The second support CA2 serves as the input rotary member of the first differential unit 614. The second ring gear R2 is the third rotary element RE3 selectively coupled to housing 522 via brake B1. The second solar gear S2 is the second rotary member RE2 coupled to the input rotary member (i.e. the first solar gear S1 of the second planetary gear mechanism 548) of the second differential unit 612. The second solar gear S2 serves as a member rotary output of the first differential unit 614. The second support CA2 and the second ring gear R2 are selectively coupled together through clutch C1. The first ring gear R1 and the second ring gear R2 are selectively coupled together through the clutch CR. Thus, clutch C1 is the first coupling device that selectively couples the first rotary element RE1 to the third rotary element RE3. The CR clutch is the second coupling device that selectively couples the fifth rotary member RE5 to the third rotary member RE3. Brake B1 is the third coupling device that selectively engages the third rotatable member RE3 in housing 522 which is the non-rotating member.

The second planetary gear mechanism 548 of the second differential unit 612 is capable of serving as a power division mechanism that distributes the power of the motor 512, which is inserted into the first solar gear S1, between the first rotary machine. MG1 and the first bracket CA1 in a state where differential motion is allowed. Thus, vehicle 600 is capable of performing motor drive using a direct torque (also referred to as direct engine torque) and a torque of MG2 Tm. Direct motor torque is mechanically transmitted to the first bracket CA1 causing the first electric rotary machine MG1 to provide reaction force against motor torque Te which is inserted into the first solar gear S1. The torque of MG2 Tm is generated by the second electric rotary machine MG2. The second electric rotary machine MG2 is driven using the electric power generated by the first electric rotary machine MG1 due to a distributed power to the first electric rotary machine MG1. Thus, the second differential unit 612 serves as a known electric differential unit (continuously variable electric transmission). That is, the second differential unit 612 is an electrical transmission mechanism in which the differential status of the second planetary gear mechanism 548 is controlled as a result of control over the operating status of the first MG1 electric rotary machine.

[00283] The first differential unit 614 is capable of establishing four states, namely a direct coupling state, an overdrive state, a neutral state, and an internal lock state, changing the operating status of clutch C1 and clutch. brake B1. Specifically, when clutch C1 is engaged, the first differential unit 614 is placed in the direct coupling state where the rotary elements of the first planetary gear mechanism 550 rotate integrally. When the brake B1 is engaged, the first differential unit 614 is placed in the overdrive state where the rotation speed of the second solar gear S2 is increased from the engine rotation speed Ne. When clutch C1 is released and brake B1 is released, the first differential unit 614 is placed in the neutral state where differential movement of the first planetary gear mechanism 550 is allowed. When clutch C1 is engaged and brake B1 is engaged, the first differential unit 614 is placed in the internal lock state where the rotation of each of the rotary elements of the first planetary gear mechanism 550 stops.

[00284] The first power transmission unit 604 is capable of constituting a continuously variable electric transmission that operates at a power division ratio other than a power division ratio in the second differential unit 612. That is, in the first unit 604, in addition to the fact that the first solar gear S1 (fourth rotary element RE4) is coupled to the second solar gear S2 (second rotary element RE2), the first ring gear R1 (fifth rotary element RE5) is coupled to the second ring gear R2 (third rotary element RE3) coupling clutch CR. As a result, the second differential unit 612 and the first differential unit 614 constitute a differential mechanism, the second differential unit 612 and the first differential unit 614 as a whole are permitted to serve with a continuously variable electric transmission operating. at a power split ratio other than the power split ratio of the second differential unit 612 alone.

In the first power transmission unit 604, the first differential unit 614 and the second differential unit 612 by which the four states are established are coupled together, and vehicle 600 is capable of achieving a plurality of modes. (described later) in synchronization with a change in the operating status of the CR clutch.

In the thus configured first power transmission unit 604, the power of motor 512 and the power of the first electric rotary machine MG1 are transmitted to the drive shaft 608. Therefore, motor 512 and the first electric rotary machine MG1 are coupled. on the drive wheels 516 through the first power transmission unit 604 so that the power is transmissible.

The second power transmission unit 606 is arranged coaxially with the input shaft 542 (or drive shaft 608), and includes the second electric rotary machine MG2 and third planetary gear mechanism 616 coupled to the drive shaft. 608. The third planetary gear mechanism 616 is a known single pinion planetary gear mechanism. The third planetary gear mechanism 616 includes the third solar gear S3, third pinion gear P3, a third bracket CA3, and a third ring gear R3. The third bracket CA3 supports the third pinion gear P3 so that each third pinion gear P3 is rotatable and revolvable. The third ring gear R3 is in gear with the third solar gear S3 through the third pinion gear P3. The third solar gear S3 is an input element coupled to the rotor shaft 556 of the second electric rotary machine MG2. The third ring gear R3 is a reaction element coupled to housing 522. The third bracket CA3 is an output element coupled to drive shaft 608. The thus configured third planetary gear mechanism 616 serves as a reduction mechanism that reduces the MG2 Nm rotational speed and transmits MG2 Nm rotational speed for drive shaft 608. Thus, in the second power transmission unit 606, the power of the second electric rotary machine MG2 is transmitted to drive shaft 608 without pass through the first power transmission unit 604. Therefore, the second electric rotary machine MG2 is coupled to the drive wheels 516 so that power is transmissible without passing through the first power transmission unit 604.

[00288] The thus configured power transmission system 602 is suitably used for a rear-wheel drive (FF) front engine vehicle. In power transmission system 602, engine power 512, the power of the first electric rotary machine MG1 or the power of the second electric rotary machine MG2 is transmitted to the drive shaft 608, and is transmitted from the drive shaft 608 to the drive wheels 516 through differential gear 538, axles 540, and the like sequentially.

Vehicle 600 includes the electronic control unit 580 which includes a controller that controls the displacement devices. Vehicle 600 further includes power control unit 518, battery unit 520, hydraulic control circuit 554, EOP 555, and the like.

The driving modes that are allowed to be performed by vehicle 600 will be described with reference to Figure 40, and Figure 41 through Figure 48. Figure 40 is an operating coupling graph showing the operating status of each of the vehicle. clutch C1, brake B1 and clutch CR in each drive mode. A circle mark, a void, a triangle mark, "G" and "M" in the graph of Figure 40 are the same as those of Figure 19 according to the sixth embodiment described above, so that the description is omitted. As shown in Figure 40, vehicle 600 is capable of selectively executing an EV trigger mode and an HV trigger mode as a trigger mode.

Figure 41 through Figure 48 are nomograms which relatively show the rotational speeds of rotary elements RE1 to RE6 on the second planetary gear mechanism 548 and the first planetary gear mechanism 550. In these nomograms, the vertical lines Y1 to Y4 represent the rotational speeds of the rotating elements. In left-hand order when facing in the direction of the sheet, the vertical line Y1 represents the rotation speed of the first ring gear R1 which is the fifth rotary element RE5 coupled to the first electric rotary machine MG1 and the rotation speed of the second rotary gear. ring R2 which is the third rotary element RE3 which is selectively coupled to housing 522 via brake B1, the vertical line Y2 represents the rotation speed of the second bracket CA2 which is the first rotary element RE1 coupled to motor 512, the vertical line Y3 represents the rotation speed of the first support CA1 which is the sixth rotary element RE6 coupled to the drive shaft 608, and the vertical line Y4 represents the rotation speed of the first solar gear S1 which is the fourth rotary element RE4 and the rotation speed of the second solar gear S2 which is the second rotating element RE2, the first solar gear S1 and the second sole gear r S2 being coupled together. Several marks, that is, an open square mark, an open circle mark, an open rhomb mark, a solid circle mark, a solid rhomb mark, an arrow, C1 clutch, solid line, and dashed line, are the same as those in Figure 20 through Figure 27 of the sixth embodiment described above, so that the description is omitted.

[00292] Figure 41 is an EV mode nomogram of a motor. As shown in Figure 40, an engine's EV mode is achieved in a state where all clutch C1, brake B1, and CR gear are released. Hybrid control unit 582 for 512 engine operation, and emits torque of MG2 Tm to propel vehicle 600 from second MG2 electric rotary machine. Figure 41 shows a case at a time when vehicle 600 moves forward in a state where the second electric rotary machine MG2 rotates in the positive direction (i.e., the direction of rotation of the first bracket CA1 at the moment when vehicle 600 moves). forward) to emit a positive torque. At the moment when the vehicle 600 moves backwards, the second electric rotary machine MG2 is rotated in the opposite direction in contrast to the operation at the moment when the vehicle 600 moves forward. When engine brake is additionally used, clutch C1 or CR clutch is engaged (see engine brake is additionally used in one engine EV mode) as shown in Figure 40. The engine brake is allowed to operate by engaging brake B1.

[00293] Figure 42 is a two-motor EV mode nomogram. As shown in Figure 40, two-engine EV mode is achieved in a state where clutch C1 and brake B1 are engaged and clutch CR is released. Hybrid control unit 582 for engine operation 512, and causes first electric rotary machine MG1 and second electric rotary machine MG2 to output MG1 Tg torque and MG2 Tm torque to propel vehicle 600. Figure 42 shows a case at a time when vehicle 600 moves forward in a state where both the first electric rotary machine MG1 and the second electric rotary machine MG2 rotate in the positive direction to emit a positive torque. At the moment when vehicle 600 moves backwards, the first electric rotary machine MG1 and the second electric rotary machine MG2 are rotated in the opposite direction in contrast to the operation at the moment when vehicle 600 moves forward.

[00294] Figure 43 is a nomogram at the moment when vehicle 600 moves forward in HV O / D mode in HV drive mode. Figure 44 is a nomogram at the time when vehicle 600 shifts backwards in HV O / D mode in HV trigger mode. As shown in Figure 40, forward displacement in O / D HV mode and reverse displacement in O / D HV mode are each achieved in a state where clutch C1 and brake B1 are released and clutch CR is coupled. In HV O / D mode, the second differential unit 612 and the first differential unit 614 as a whole constitute a continuously variable electric transmission that operates at a power division ratio different from the power division ratio of the second unit. 612 differential alone. Thus, the first power transmission unit 604 is capable of distributing the power of motor 512, which is inserted into the second bracket CA2, between the first ring gear R1 and the first bracket CA1. That is, in the first power transmission unit 604, direct motor torque is mechanically transmitted to the first bracket CA1 causing the first electric rotary machine MG1 to provide a reaction force against motor torque Te which is inserted into the second one. CA2 support, and electrical power generated by the first electric rotary machine MG1 using motor power 512 distributed to the first electric rotary machine MG1, is transmitted to the second electric rotary machine MG2 through a predetermined electrical path. Hybrid control unit 582 causes motor 512 to operate, causes torque of MG1 Tg, which is a touch of reaction against motor torque Te, to be emitted through power generation of the first MG1 electric rotary machine , and causes the torque of MG2 Tm to be emitted from the second electric rotary machine MG2 using the electric power generated by the first electric rotary machine MG1. Figure 43 shows a case at a time when vehicle 600 moves forward in a state where the second electric rotary machine MG2 rotates in the positive direction to emit a positive torque. Figure 44 shows a case at a time when vehicle 600 shifts backwards in a state where the second electric rotary machine MG2 rotates in the negative direction to emit a negative torque.

[00295] Figure 45 is a nomogram at the moment when vehicle 600 moves forward in HV U / D mode in HV drive mode, and shows a low gear entry case where engine RPM speed Ne It is inserted at a constant speed into the components that achieve the function of continuously variable electric transmission. Figure 46 is a nomogram at the moment when vehicle 600 moves forward in HV U / D mode in HV drive mode, and shows a high gear entry case where the engine RPM speed is increased by speed and inserted into the components that achieve the function of continuously variable electric transmission. As shown in Figure 40, the low idle input in U / D HV mode (hereinafter referred to as U / D HV Lo mode) is achieved in a state where clutch C1 is engaged and brake B1 and CR clutch are released. As shown in Figure 40, the high gear input in U / D HV mode (hereinafter referred to as U / D HV Hi mode) is achieved in a state where brake B1 is engaged and clutch C1 and CR clutch are released. In HV Lo U / D mode, clutch C1 is engaged and brake B1 is released, and the first differential unit 614 is placed in the direct coupling state, so that engine power 512 is transmitted to the first gear. S1 coupled to the second solar gear S2 in a state where the engine speed Ne remains unchanged. On the other hand, in the HV Hi U / D mode, the C1 clutch is released and the brake B1 is engaged, and the first differential unit 614 is overdriven, so that the engine power 512 is transmitted to the first solar gear S1 coupled to the second solar gear S2 in a state where motor rotation speed Ne is increased. In addition, in the HV U / D mode, the CR clutch is released, so that the second differential unit 612 alone constitutes the continuously variable electric transmission. Thus, the first power transmission unit 604 is capable of distributing the power of the motor 512, which is inserted into the first solar gear S1, between the first ring gear R1 and the first bracket CA1. That is, in the first power transmission unit 604, direct motor torque is mechanically transmitted to the first bracket CA1 causing the first electric rotary machine MG1 to provide a reaction force against motor torque Te which is inserted into the first one. solar gear S1, and the electrical power generated by the first electric rotary machine MG1 using motor power 512 distributed to the first electric rotary machine MG1, is transmitted to the second electric rotary machine MG2 through a predetermined electrical path. Hybrid control unit 582 causes motor 512 to operate, causes torque of MG1 Tg which is a reaction torque against motor torque Te to be emitted through power generation of the first MG1 electric rotary machine, and makes that the torque of MG2 Tm is emitted from the second electric rotary machine MG2 using the electrical energy generated by the first electric rotary machine MG1. Figure 45 and Figure 46 each show a case at a time when vehicle 600 moves forward in a state where the second electric rotary machine MG2 is emitting a positive torque in the positive direction. At the moment when the vehicle 600 moves backwards, the second electric rotary machine MG2 is rotated in the opposite direction in contrast to the operation at the moment when the vehicle 600 moves forward.

As described with reference to Figure 43 through Figure 46, the O / D HV mode and the U / D HV mode differ from each other in the rotary element, to which engine power 512 is inserted, into the components. which achieve the function of continuously variable electric transmission, so that the O / D HV mode and the U / D HV mode differ from each other in the power division ratio at the time when the first power transmission unit 604 is made serve as continuously variable electric transmission. Direct motor torque in O / D HV mode is reduced from motor torque Te. On the other hand, the direct motor torque in U / D HV Lo mode is increased from the motor torque Te. In the present embodiment, the second differential unit 612 alone constitutes the continuously variable electric transmission in the U / D HV mode (see Figure 45 and Figure 46). Thus, when the differential status of the second differential unit 612 is controlled as a result of control over the operating status of the first MG1 electric rotary machine in a state where clutch C1 is engaged and CR clutch is released, increased torque of motor torque Te is mechanically transmitted to the first bracket CA1.

[00297] Figure 47 is a fixed run mode nomogram in HV drive mode, and shows a case of direct coupling where the rotary elements of the second differential unit 612 and the first differential unit 614 are integrally rotated. As shown in Figure 40, direct coupling fixed travel mode is achieved in a state where clutch C1 and clutch CR are engaged and brake B1 is released. Thus, the first power transmission unit 604 is capable of directly emitting engine power 512 from the first bracket CA1. Hybrid control unit 582 causes engine 512 to emit engine torque Te to propel vehicle 600. Thus, hybrid control unit 582 is allowed to not only cause engine torque to be emitted but also to cause that at least one of the first MG1 electric rotary machine and the second MG2 electric rotary machine emits a torque to propel the 600 vehicle.

Figure 48 is a nomogram in fixed run mode in HV drive mode, and shows a case of overdrive (O / D) where engine speed 512 is increased in speed and output from the first bracket CA1. As shown in Figure 40, O / D in fixed gear mode (hereinafter referred to as fixed O / D gear mode) is achieved in a state where brake B1 and clutch CR are engaged and clutch C1 is engaged. released. In fixed O / D mode, the CR clutch is engaged, so that the second differential unit 612 and the first differential unit 614 constitute a differential mechanism. In addition, in fixed O / D travel mode, brake B1 is engaged and clutch C1 is released so that the first differential unit 614 is placed in the overdrive state. Thus, in the first power transmission unit 604, the engine speed 512, which is inserted into the second bracket CA2, is increased in speed and emitted from the first bracket CA1. Hybrid control unit 582 causes engine 512 to emit engine torque Te to propel vehicle 600. Thus, hybrid control unit 582 is allowed to not only cause engine torque to be emitted but also to cause the second electric rotary machine MG2 emits a torque to propel the 600 vehicle. The fixed O / D travel mode is effective in, for example, improving fuel consumption during high speed travel.

[00299] Hybrid Control Unit 582 determines which drive mode to set by applying vehicle speed V and vehicle load (eg required drive torque) on the drive mode change map as shown in Figure 30 or Figure 31 of the sixth embodiment described above. When the drive mode determined is the current drive mode, the 582 hybrid control unit maintains the current drive mode. When the determined drive mode is different from the current drive mode, the 582 hybrid control unit sets the determined drive mode instead of the current drive mode. In the present embodiment, in the region of each of the direct coupled fixed travel modes shown in Figure 30 and Figure 31, a high-speed vehicle side region may be adjusted for the fixed O / D travel region.

[00300] Power transmission shift unit 584 controls coupling operations (operating status) of clutch C1, brake B1 and clutch CR based on the drive mode set by hybrid control unit 582. A power transmission shift unit 584 outputs hydraulic control command signal Sp to couple and / or release each of clutch C1, brake B1 and CR clutch to hydraulic control circuit 554 to allow transmission of power to travel in the drive mode set by the 582 hybrid control unit.

Thus, when engine 512 is started in an engine's EV mode, electronic control unit 580 sets clutch C1, CR clutch or brake B1 to a coupled state, and in this state ignites the fuel. while increasing the Ne engine speed with the use of the first MG1 electric rotary machine as required. In such a motor start, the electronic control unit 580 further causes the second electric rotary machine MG2 to emit the Tmadd compensation torque as a reaction force canceling torque.

In vehicle 600 according to the present embodiment, as in the case of vehicles 510 of the sixth and seventh embodiments described above, there is concern that the second electric rotary machine MG2 cannot sufficiently compensate for a drop in drive torque and, As a result, it is not possible to reduce a shock at engine starting time. In contrast, in vehicle 600 according to the present embodiment, as in the case of vehicles 510 of the sixth and seventh embodiments described above, starting of clutch coupling motor CR is performed. That is, the control operations of the electronic control unit 580, shown in the sixth and seventh embodiments described above, are permitted to be applied to vehicle 600 in accordance with the present embodiment. Thus, according to the present embodiment, advantageous effects similar to those of the sixth and seventh embodiments described above are obtained.

Fig. 49 is a view illustrating the schematic configuration of displacement devices of a vehicle 700 according to a ninth embodiment of the invention. In Figure 49, vehicle 700 is a hybrid vehicle that includes engine 512, the first electric rotary machine MG1, the second electric rotary machine MG2, a power transmission system 702 and the drive wheels 516. Power 702 includes the first MG1 electric rotary machine and the second MG2 electric rotary machine.

The power transmission system 702 is provided in the power transmission path between the motor 512 and the drive wheels 516. The power transmission system 702 includes a first power transmission unit 704, a second power transmission unit. power transmission 526, driven gear 530, driven shaft 532, final gear 534 (which has a smaller diameter than driven gear 530), differential gear 538, and the like, inside housing 522. driven gear 530 is in engagement with drive gear 528. Drive gear 528 is a rotary output member of the first power transmission unit 704. Drive gear 530 is fixed to driven shaft 532 so that they are relatively non-rotatable. The final gear 534 is fixed to the driven shaft 532 so as to be relatively non-rotating. Differential gear 538 is in gear with final gear 534 through differential ring gear 536. Power transmission system 702 includes axles 540 coupled to differential gear 538 and the like.

The first power transmission unit 704 is arranged coaxially with the input shaft 542 which is a rotatable input member of the first power transmission unit 704, and includes a second differential unit 706, a first differential unit. 708 and the CR clutch. Second differential unit 706 includes second planetary gear mechanism 548 (second differential mechanism) and first electric rotary machine MG1. The first differential unit 708 includes a first planetary gear mechanism 710 (first differential mechanism), clutch C1 and brake B1. The first planetary gear mechanism 710 is a known double pinion planetary gear mechanism. The first planetary gear mechanism 710 includes the second solar gear S2, a plurality of pairs of mutually engaged second pinion gears P2a, P2b, the second support CA2, and the second ring gear R2. The second holder CA2 supports the second pinion gears P2a, P2b so that each of the second pinion gears P2a, P2b is rotatable and revolvable. The second ring gear R2 is in engagement with the second solar gear S2 through the second pinion gears P2a, P2b. The first planetary gear mechanism 710 serves as a differential mechanism that provides differential action.

In the second differential unit 706, the first solar gear S1 is the fourth rotary element RE4 as the input element coupled to the output rotary member (i.e. the second solar gear S2 of the first planetary gear mechanism 710) of the first differential unit 708, and serves as the input rotary member of the second differential unit 706. The first ring gear R1 is coupled to the rotor shaft 552 of the first electric rotary machine MG1, and is the fifth rotary element RE5 which is a reaction element in which the first electric rotary machine MG1 is coupled so that power is transmissible. The first bracket CA1 is integrally coupled to drive gear 528, and is the fifth rotary member RE5 which is an output element coupled to drive wheels 516. The first bracket CA1 serves as a rotary output member of the second differential unit 706. .

In the first differential unit 708, the second ring gear R2 is coupled to input shaft 542, and is the first rotary element RE1 to which motor 512 is coupled via input shaft 542 so that power is transmissible. The second ring gear R2 serves as the input rotary member of the first differential unit 708. The second support CA2 is the third rotary element RE3 selectively coupled to housing 522 via brake B1. The second solar gear S2 is the second rotary element RE2 coupled to the input rotary member (i.e. the first solar gear S1 of the second planetary gear mechanism 548) of the second differential unit 706. The second solar gear S2 serves as a member rotary output shaft of the first differential unit 708. The second holder CA2 and the second ring gear R2 are selectively coupled together through clutch C1. The first ring gear R1 and the second bracket CA2 are selectively coupled together through the CR clutch. Thus, clutch C1 is the first coupling device that selectively couples the first rotary element RE1 to the third rotary element RE3. The CR clutch is the second coupling device that selectively couples the fifth rotary member RE5 to the third rotary member RE3. Brake B1 is the third coupling device that selectively engages the third rotatable member RE3 in housing 522 which is the non-rotating member.

The second planetary gear mechanism 548 of the second differential unit 612 is capable of serving as a power division mechanism that distributes the power of the motor 512, which is inserted into the first solar gear S1, between the first rotary machine. MG1 and the first bracket CA1 in a state where differential motion is allowed. Thus, vehicle 700 is capable of performing a motor drive using a direct torque (also referred to as direct engine torque) and a torque of MG2 Tm. Direct motor torque is mechanically transmitted to the first bracket CA1 causing the first electric rotary machine MG1 to provide a reaction force against motor torque Te which is inserted into the first solar gear S1. The torque of MG2 Tm is generated by the second electric rotary machine MG2. The second electric rotary machine MG2 is driven using electrical energy generated by the first electric rotary machine MG1 due to a distributed power to the first electric rotary machine MG1. Thus, the second differential unit 706 serves as a known electric differential unit (continuously variable electric transmission). That is, the second differential unit 706 is an electrical transmission mechanism in which the differential status of the second planetary gear mechanism 548 is controlled as a result of control over the operating status of the first MG1 electric rotary machine.

[00309] The first differential unit 708 is capable of establishing four states, namely a direct coupling state, an overdrive state, a neutral state, and an internal lock state, changing the operating status of clutch C1 and brake. B1 Specifically, when clutch C1 is engaged, the first differential unit 708 is placed in the direct coupling state where the rotary elements of the first planetary gear mechanism 710 rotate integrally. When brake B1 is engaged, the first differential unit 708 is placed in overdrive state where the rotation speed of the second solar gear S2 is increased from the engine rotation speed Ne. When clutch C1 is released and brake B1 is released, the first differential unit 708 is placed in neutral state where differential movement of the first planetary gear mechanism 710 is allowed. When clutch C1 is engaged and brake B1 is engaged, the first differential unit 708 is placed in the internal locking state where the rotation of each of the rotary elements of the first planetary gear mechanism 710 stops.

[00310] The first power transmission unit 704 is capable of constituting a continuously variable electric transmission operating at a power division ratio other than a power division ratio at the second differential unit 706. That is, at first power transmission unit 704, in addition to the fact that the first solar gear S1 (fourth rotary element RE4) is coupled to the second solar gear S2 (second rotary element RE2), the first ring gear R1 (fifth rotary element RE5) is coupled to the second bracket CA2 (third rotary member RE3) coupling the clutch CR. As a result, the second differential unit 706 and the first differential unit 708 constitute a differential mechanism, the second differential unit 706 and the first differential unit 708 as a whole are permitted to serve as a continuously variable electric transmission that operates. at a power split ratio other than the power split ratio of the second differential unit 706 alone.

In the first power transmission unit 704, the first differential unit 708 and the second differential unit 706 by which the four states are established are coupled together, and vehicle 700 is capable of achieving a plurality of modes. in synchronization with a change in the operating status of the CR clutch.

In the thus configured first power transmission unit 704, motor power 512 and power of the first electric rotary machine MG1 are transmitted from drive gear 528 to driven gear 530. Therefore, motor 512 and first machine electric rotary MG1 are coupled to the drive wheels 516 through the first power transmission unit 704 so that the power is transmissible.

In the second power transmission unit 526, the power of the second electric rotary machine MG2 is transmitted to the driven gear 530 without passing through the first power transmission unit 704. Therefore, the second electric rotary machine MG2 is coupled to the drive wheels 516 so that power is transferable without passing through the first power transmission unit 704. That is, the second electric rotary machine MG2 is an electric rotary machine coupled to the 540 axes that are the rotary output member of the system. 702 so that power is transmissible without passing through the first power transmission unit 704.

[00314] The thus configured power transmission system 702 is suitably used for an FF vehicle. In power transmission system 702, engine power 512, power of the first electric rotary machine MG1 or power of the second electric rotary machine MG2 is transmitted to driven gear 530, and is transmitted from driven gear 530 to power wheels. drive 516 through final gear 534, differential gear 538, axes 540, and the like sequentially. In vehicle 700, engine 512, first power transmission unit 704 and first electric rotary machine MG1 are arranged along the different geometric axis from the geometric axis along which the second electric rotary machine MG2 is arranged, so that the axial length is reduced.

Vehicle 700 includes electronic control unit 580 which includes a controller that controls travel devices. Vehicle 700 further includes power control unit 518, battery unit 520, hydraulic control circuit 554, EOP 555, and the like.

Vehicle 700 is capable of selectively executing an EV trigger mode and an HV trigger mode as a trigger mode. Each drive mode that is allowed to run on vehicle 700 and the coupling device operating status in each drive mode is the same as each drive mode and coupling device operating status, shown in the graph in Figure 40 of the eighth modality described above. Since the first planetary gear mechanism 710 is a double pinion planetary gear mechanism in the present embodiment, nomograms corresponding to the drive modes are the same as the nomograms obtained by exchanging the second bracket CA2 and the second ring gear R2 one with the other. another in the nomograms of Figure 41 through Figure 48 of the sixth embodiment described above. Therefore, the description with reference to the nomograms is omitted. Figure 50 is a nomogram that is obtained by interchanging the second support CA2 and second ring gear R2 with each other in Figure 41. The nomograms that are obtained by interchanging the second support CA2 and second ring gear R2 with each other in Figure 42 through Figure 48 are not shown.

As with the eighth embodiment described above, the control operations of the electronic control unit 580, shown in the sixth and seventh embodiments described above, are permitted to be applied to vehicle 700 in accordance with the present embodiment. Thus, according to the present embodiment, advantageous effects similar to those of the seventh and eighth embodiments described above are obtained.

The sixth to ninth embodiments of the invention are described in detail with reference to the accompanying drawings; however, the invention is applicable to other embodiments.

For example, in the above described embodiments, as shown in the flow chart of Figure 36, the CR clutch coupling motor starter or normal motor starter is selected and executed based on whether the Tmadd compensation torque that is generated by the second electric rotary machine MG2 is insufficient and the operating oil temperature THoil; however, the invention is not limited to this configuration. For example, a mode in which the engine starting method is changed based on whether the Tmadd compensation torque is insufficient or the THoil operating oil temperature may be employed or a mode in which the engine is constantly started by starting. of clutch coupling motor CR can be employed. In these embodiments, S10, S20, S70 in the flowchart of Figure 36 are omitted as required. A mode in which servicing of MG1 is not performed at engine starting time through CR clutch coupling motor starting may also be employed. In this embodiment, S40, S50, S60 in the flowchart of Figure 36 are omitted. When the CR clutch is configured to change its operating status depending on electrical power, whether to perform the CR clutch coupling motor start can be determined based on the status of an electrical supply source. In this mode, the flowchart steps of Figure 36 can be changed as needed.

In the embodiments described above, the first coupling device is clutch C1 which selectively couples first rotary element RE1 to third rotary element RE3; however, the invention is not limited to this configuration. For example, the first coupling device may be a clutch that selectively couples the first rotary element RE1 to the second rotary element RE2 or may be a clutch that selectively couples the third rotary element RE3 to the second rotary element RE2. In summary, the first coupling device need only be a clutch that is configured to couple any two of the first rotating element RE1, the second rotating element RE2 and the third rotating element RE3.

In the embodiments described above, each of the second differential unit 544, 612, 706 includes the second single pinion planetary gear mechanism 548. Instead, each of the second differential unit 544, 612, 706 may include a double pinion planetary gear mechanism. In the case of a twin pinion planetary gear mechanism, one of the solar gear and bracket is the fourth rotating element, the other is the sixth rotating element, and the ring gear is the fifth rotating element.

In the embodiments described above, each of the vehicles 510, 600, 700 includes brake B1. Instead, brake B1 does not always need to be provided. Even when each of the 510, 600, 700 vehicles does not include the B1 brake, each of the 510, 600, 700 vehicles is capable of selectively setting an engine's EV mode or HV trigger mode, and is capable of Switch the control mode between O / D HV mode and U / D HV mode in HV trigger mode. In summary, provided a vehicle includes engine 512, second differential unit 544, 612, 706, first differential unit 546, 614, 708, and second electric rotary machine MG2 coupled to drive wheels 516 such that Power is transmissible, the invention is allowed to be applied to the vehicle. Drive wheels W2 to which the second electric rotary machine MG2 is coupled so that power is transferable do not always need to be the same as drive wheels 516 on which the sixth rotary element of the second differential unit 544, 612, 706 is coupled so that power is transferable. For example, one of the front wheel pair and the rear wheel pair may be the drive wheels 516, and the other may be the drive wheels W2. In such a case, the drive wheels 516 and the drive wheel W2 are the drive wheels, and the sixth rotary element and the second electric rotary machine MG2 are coupled to the drive wheels together so that power is transferable.

[00323] Figure 51 is a view illustrating the schematic arrangement of devices for displacement of a vehicle 810 according to a tenth embodiment of the invention and also illustrating a relevant portion of the control system for controlling the devices. In Figure 51, vehicle 810 is a hybrid vehicle that includes engine (ENG) 512, first electric rotary machine MG1, second electric rotary machine MG2, power transmission system 814 and drive wheels 516. Motor (ENG) 512, the first MG1 electric rotary machine and the second MG2 electric rotary machine can serve as a drive power source to propel the 810 vehicle. The power transmission system 814 includes the first MG1 electric rotary machine and the second MG2 electric rotary machine.

Engine 512 is a known internal combustion engine that burns a predetermined fuel to emit power, and is, for example, a gasoline engine, a diesel engine, or the like. An engine torque Te of the 512 engine is controlled according to the operating status, such as throttle opening degree or intake air quantity, fuel supply amount and ignition time, which are controlled by the electronic control unit 580 (described later).

[00325] Each of the first MG1 electric rotary machine and the second MG2 electric rotary machine is a so-called generator motor which has the function of an electric motor (motor) that generates a drive torque and the function of a generator. Each of the first MG1 electric rotary machine and the second MG2 electric rotary machine is connected to a battery unit 520 via the power control unit 518. The power control unit 518 includes an inverter, a standardizing capacitor, and the like. Battery unit 520 serves as an electrical storage device that exchanges electricity with each of the first MG1 electric rotary machine and the second MG2 electric rotary machine. The power control unit 518 is controlled by the electronic control unit 580 (hereinafter described) so that the torque of MG1 Tg which is the output torque (motorization torque or regenerative torque) of the first MG1 electric rotary machine and the MG2 torque Tm which is the output torque (motorization torque or regenerative torque) of the second MG2 electric rotary machine is controlled.

The power transmission system 814 is provided in the power transmission path between the motor 512 and the drive wheels 516. The power transmission system 814 includes the first power transmission unit 824, the second power transmission unit. power transmission 526, driven gear 530, driven shaft 532, final gear 534 (which has a smaller diameter than driven gear 530), differential gear 538, and the like within housing 522. Case 522 It is a non-rotating member mounted on a vehicle body. Drive gear 530 is in engagement with drive gear 528. Drive gear 528 is a rotary output member of the first power transmission unit 824. Drive gear 530 is fixed to driven shaft 532 so that it is relatively non-responsive. rotary The final gear 534 is fixed to the driven shaft 532 so as to be relatively non-rotating. Differential gear 538 is in gear with final gear 534 through differential ring gear 536. Power transmission system 814 includes axes 540 coupled to differential gear 538, and the like.

The first power transmission unit 824 is arranged coaxially with the input shaft 542 which is an input rotary member of the first power transmission unit 824, and includes a second differential unit 844, a first differential unit. 846 and the CR clutch. The second differential unit 844 includes the second planetary gear mechanism 848 (second differential mechanism) and the first electric rotary machine MG1. The first differential unit 846 includes a first planetary gear mechanism 850 (first differential mechanism), clutch C1 and brake B1.

[00328] The second planetary gear mechanism 848 is a known single pinion planetary gear mechanism. Second planetary gear mechanism 848 includes first solar gear S1, first pinion gears P1, first bracket CA1 and first ring gear R1. The first bracket CA1 supports the first pinion gear P1 so that each first pinion gear P1 is rotatable and revolvable. The first ring gear R1 is in engagement with the first solar gear S1 through the first pinion gears P1. The second planetary gear mechanism 848 serves as a differential mechanism providing a differential action. The first planetary gear mechanism 850 is a known single pinion planetary gear mechanism. First planetary gear mechanism 850 includes second solar gear S2, second pinion gears P2, second bracket CA2 and second ring gear R2. The second support CA2 supports the second pinion gears P2 so that each second pinion gear P2 is rotatable and revolvable. The second ring gear R2 is in engagement with the second solar gear S2 through the second pinion gears P2. The first planetary gear mechanism 550 serves as a differential mechanism that provides differential action.

The first support CA1 is the fourth rotary element RE4 which is an input element coupled to the rotary output member of the first differential unit 846 (i.e. the second ring gear R2 of the first planetary gear mechanism 850), and serves as an input rotary member of the second differential unit 844. The first solar gear S1 is integrally coupled to the rotor shaft 552 of the first electric rotary machine MG1, and is the fifth rotary element RE5 which is a reaction element in which The first electric rotary machine MG1 is coupled so that power is transmittable. The first ring gear R1 is integrally coupled to drive gear 528, and is the sixth rotary element RE6 which is an output element coupled to drive wheels 516. The first ring gear R1 serves as a rotary output member of the second 844 differential unit.

The second solar gear S2 is the first rotary element RE1 which is integrally coupled to input shaft 542 and to which motor 512 is coupled via input shaft 542 so that power is transferable. The second solar gear S2 serves as an input rotating member of the first differential unit 846. The second bracket CA2 is the third rotary element RE3 selectively coupled to housing 522 via brake B1. The second ring gear R2 is the second rotary element RE2 coupled to the input rotary member of the second differential unit 844 (i.e. the first support CA1 of the second planetary gear mechanism 848). The second ring gear R2 serves as an output rotating member of the first differential unit 846. The second bracket CA2 and the second ring gear R2 are selectively coupled together through clutch C1. The first ring gear R1 and the second bracket CA2 are selectively coupled together through the CR clutch. Thus, clutch C1 is the first coupling device that selectively couples the second rotary element RE2 to the third rotary element RE3. The CR clutch is the second coupling device that selectively couples the sixth rotary element RE6 to the third rotary element RE3. Brake B1 is the third coupling device that selectively engages the third rotatable member RE3 in housing 522 which is the non-rotating member.

Each of clutch C1, brake B1 and clutch CR is suitably a wet-type friction coupling device, and is a multi-disc hydraulic friction coupling device of which an operating status is controlled by a hydraulic actuator. The operating statuses (such as a coupled state and a released state) of clutch C1, brake B1 and CR clutch are controlled in response to respectively hydraulic pressures supplied from hydraulic control circuit 554 (eg C1 Pc1 hydraulic pressure , B1 Pb1 hydraulic pressure, and CR Per hydraulic pressure) as a result of control over hydraulic control circuit 554 by electronic control unit 580 (hereinafter described). Hydraulic control circuit 554 is provided on vehicle 810. Vehicle 810 includes a 555 mechanical oil pump (also referred to as OP 555). In the 814 power transmission system, operating oil (oil) that is used to change the operating status of clutch C1, brake B1 and CR clutch, which lubricates the devices and cools the devices, is supplied using the OP. 555. OP 555 is coupled to any of the rotating members (which are synonymous with rotating elements) of the power transmission system 814, and is driven with the rotation of the associated rotary member. In the present embodiment, OP 555 is coupled to the fourth rotary element RE4 (which is synonymous with the second rotary element RE2). When a running oil supply is required during a rotary limb rotation stop to which the OP 555 is coupled, an electric oil pump is provided in addition to OP 555. Alternatively, instead of OP 555, a Electric oil pump can be provided.

[00332] The second planetary gear mechanism 848 is capable of serving as a power division mechanism that divides (which is synonymous with distributes) the power of motor 512, inserted into the first bracket CA1, between the first electric rotary machine MG1. and the first ring gear R1 in a state where differential movement is allowed. Thus, vehicle 810 is capable of performing a motor drive using a direct torque (also referred to as direct engine torque) and a torque of MG2 Tm. Direct motor torque is mechanically transmitted to the first ring gear R1 causing the first electric rotary machine MG1 to provide a reaction force against motor torque Te which is inserted into the first bracket CA1. The torque of MG2 Tm is generated by the second electric rotary machine MG2. The second electric rotary machine MG2 is driven using electrical energy generated by the first electric rotary machine MG1 due to a distributed power to the first electric rotary machine MG1. Thus, the second differential unit 844 serves as a known electric differential unit (continuously variable electric transmission) that controls the gear ratio (speed ratio) by controlling the power control unit 518 by the electronic control unit 580. (described later) to control the operating status of the first MG1 electric rotary machine. That is, the second differential unit 844 is an electric transmission mechanism in which the differential status of the second planetary gear mechanism 848 is controlled as a result of control over the operating status of the first MG1 electric rotary machine.

[00333] The first differential unit 846 is capable of establishing four states, namely a direct coupling state, a motor 512 reverse speed change state, a neutral state, and an internal lock state, changing the operating status of clutch C1 and brake B1. Specifically, when clutch C1 is engaged, the first differential unit 846 is placed in the direct coupling state where the rotary elements of the first planetary gear mechanism 850 fully rotate. When brake B1 is engaged, the first differential unit 846 is placed in the reverse rotation speed state of motor 512 where the second ring gear R2 (the output rotary member of the first differential unit 846) rotates in the direction. negative in response to positive rotation of engine speed Ne. When clutch C1 is released and brake B1 is released, the first differential unit 846 is placed in the neutral state where differential movement of the first planetary gear mechanism 850 is allowed. When clutch C1 is engaged and brake B1 is engaged, the first differential unit 846 is placed in the internal lock state where the rotation of each of the rotary elements of the first planetary gear mechanism 850 stops.

[00334] The first power transmission unit 824 is capable of constituting a continuously variable electric transmission which operates at a power division ratio other than a power division ratio at the second differential unit 844. That is, at first power transmission unit 824, in addition to the fact that the first support CA1 (fourth rotary element RE4) is coupled to the second ring gear R2 (second rotary element RE2), the first ring gear R1 (sixth rotary element RE6) is coupled to the second bracket CA2 (third rotary member RE3) coupling the clutch CR. As a result, the second differential unit 844 and the first differential unit 846 constitute a differential mechanism, the second differential unit 844 and the first differential unit 846 as a whole are permitted to serve with a continuously variable electric transmission that operates. at a power split ratio other than the power split ratio of the second differential unit 844 alone.

In the first power transmission unit 824, the first differential unit 846 and the second differential unit 844 by which the four states are established are coupled together, and vehicle 810 is capable of achieving a plurality of modes. (described later) in synchronization with a change in the operating status of the CR clutch.

In the thus configured first power transmission unit 824, the power of the motor 512 and the power of the first electric rotary machine MG1 are transmitted from the drive gear 528 to the driven gear 530. Therefore, motor 512 and the first machine electric rotary MG1 are coupled to the drive wheels 516 through the first power transmission unit 824 so that the power is transmissible.

The second power transmission unit 526 is configured as described in the sixth embodiment described above, so that its description is omitted.

The thus configured power transmission system 814 is suitably used for front-wheel drive (FF) front motor vehicle. In power transmission system 814, engine power 512, power of the first electric rotary machine MG1 or power of the second electric rotary machine MG2 is transmitted to driven gear 530, and is transmitted from driven gear 530 to power wheels. drive 516 through final gear 534, differential gear 538, axes 540, and the like sequentially. In vehicle 810, engine 512, first power transmission unit 824 and first electric rotary machine MG1 are arranged along the different geometric axis from the geometric axis along which the second electric rotary machine MG2 is arranged, such that the axial length is reduced. In addition, the reduction ratio of the second electric rotary machine MG2 is allowed to be increased by utilizing the driven gear 530 and reduction gear 558 gear pairs.

Vehicle 810 includes electronic control unit 580 which has the same configuration as that of the sixth embodiment described above.

Various signals based on sensed values from various sensors, and the like, provided on vehicle 810 are supplied to the electronic control unit 580. The various sensors include, for example, the engine speed sensor 560, the output speed sensor 562, the speed sensor of MG1 564, such as a resolver, the speed speed sensor of MG2 566, such as a resolver, the throttle operation amount sensor 568, the sensor 570, battery sensor 572, hydraulic pressure sensor CR sensor 574, oil temperature sensor 576, and the like. The various signals include, for example, the engine rotational speed Ne, the output rotational speed. At which is the rotation speed of the drive gear 528 which corresponds to the vehicle speed V, the rotation speed of MG1. Ng, MG2 Nm rotational speed, Oacc throttle operation amount, POSsh gear lever operating position, THbat battery temperature, Ibat battery charge / discharge current, and Vbat battery voltage. 520 battery unit, CR Per hydraulic pressure, THoil operating oil temperature which is operating oil temperature, and the like. Various command signals are provided from the electronic control unit 580 for devices fitted to vehicle 810. Devices include, for example, engine 512, power control unit 518, hydraulic control circuit 554, and the like. The various command signals include, for example, the motor control command signal Se, the electric rotary machine control command signal Sm, the hydraulic control command signal Sp, and the like. Electronic control unit 580 calculates a SOC charge state (hereinafter referred to as SOC battery capacity) of battery unit 520 based on, for example, Ibat battery charge / discharge current, Vbat battery voltage, and the like.

[00341] The electronic control unit 580 includes a hybrid control means, i.e. the hybrid control unit 582, and a power transmission change means, i.e. the power transmission change unit 584, of implement control functions for various controls on vehicle 810, as in the sixth mode described above. Hybrid control unit 582 and power transmission shift unit 584 have already been described, so the description is omitted here.

The driving modes that are allowed to be performed by vehicle 810 will be described with reference to Figure 52, and Figure 53 to Figure 60. Figure 52 is an operation coupling graph showing the operating status of each one. clutch C1, brake B1 and clutch CR in each drive mode. In the operation coupling graph of Figure 52, the circle mark indicates a coupled state of the corresponding coupling device (C1, B1, CR), a void indicates a released state, and a triangle mark indicates that either or both are coupled at the moment when the motor brake adjusting the 512 motor not operating in a corotation state is also used. In addition, "G" indicates that the electric rotary machine (MG1, MG2) is mainly made to serve as a generator, and "M" indicates that the electric rotary machine (MG1, MG2) is primarily made to serve as a motor. when the electric rotary machine (MG1, MG2) is started and is mainly made to serve as a generator when the electric rotary machine (MG1, MG2) performs regeneration. As shown in Figure 52, vehicle 810 is capable of selectively executing an EV trigger mode and an HV trigger mode as a trigger mode. EV triggering mode includes two modes, ie one-motor EV mode and two-motor EV mode. An engine's EV mode is a control mode in which EV drive using the second electric rotary machine MG2 as a single source of drive power is allowed. Two-motor EV mode is a control mode in which EV triggering using the first MG1 electric rotary machine and the MG2 second electric rotary machine as sources of driving force is allowed. The HV trigger mode includes three modes, that is, an over-flame input split mode (O / D) (hereinafter referred to as HV O / D mode), a subdrive (O / D) (hereinafter referred to as U / D HV mode), and a fixed travel mode.

[00343] Figure 53 through Figure 60 are nomograms which relatively show the rotational speeds of rotary elements RE1 through RE6 on the second planetary gear mechanism 848 and the first planetary gear mechanism 850. In these nomograms, the vertical lines Y1 to Y4 represent the rotational speeds of the rotating elements. In left-hand order when facing in the direction of the sheet, the vertical line Y1 represents the rotation speed of the first solar gear S1 which is the fifth rotary element RE5 coupled to the first electric rotary machine MG1, the vertical line Y2 represents the rotational speed of the first support CA1 which is the fourth rotary element RE4 and the rotation speed of the second ring gear R2 which is the second rotary element RE2, the first support CA1 and the second ring gear R2 being coupled to each other, the vertical line Y3 represents the rotation speed of the first ring gear R1 which is the sixth rotary element RE6 coupled to the drive gear 528 and the rotation speed of the second support CA2 which is the third rotary element RE3 which is selectively coupled to the housing 522 through the B1, and the vertical line Y4 represents the rotation speed of the second solar gear S2 which is the first element r RE1 coupled to the 512 motor. An arrow connected to an open square mark indicates a torque of MG1 Tg, an arrow connected to an open circle mark indicates a motor torque Te, and an arrow connected to a solid circle mark indicates a torque of MG2 Tm. Outlined clutch C1 which selectively engages second bracket CA2 in second ring gear R2 indicates a released state of clutch C1, and hatched (shaded) clutch C1 indicates a coupled state of clutch C1. An open break mark on brake B1 that selectively engages the second bracket CA2 in housing 522 indicates a released state of brake Β1, and a solid break mark indicates a coupled state of brake B1. An open blunt mark on the CR clutch that selectively engages the first ring gear R1 on the second bracket CA2 indicates a released state of the CR clutch, and a solid blunt mark indicates a coupled state of the CR clutch. The straight line that relatively expresses the rotational speeds for the second planetary gear mechanism 848 is indicated by a continuous line, and a straight line that relatively expresses the rotational speeds for the first planetary gear mechanism 850 is indicated by a dashed line. . An arrow connected to a solid circle mark indicates a torque of MG2 Tm generated by the second electric rotary machine MG2 which is driven using the electrical power generated by the first electric rotary machine MG1 using motor power 512 distributed to the first machine. electric rotary motor MG1, and does not include a direct motor torque. A solid rhombus mark on the CR clutch overlaps with a solid circle mark, so the solid rhombus mark on the CR clutch is not shown in the drawings.

[00344] Figure 53 is an EV mode nomogram of a motor. As shown in Figure 52, an engine's EV mode is achieved in a state where all clutch C1, brake B1 and clutch CR are released. In an engine's EV mode, clutch C1 and brake B1 are released, differential movement of the first planetary gear mechanism 850 is allowed, and the first differential unit 846 is placed in neutral state. Hybrid control unit 582 for 512 engine operation, and output torque of MG2 Tm to propel vehicle 810 of second MG2 electric rotary machine. Figure 53 shows a case at a time when vehicle 810 moves forward in a state where the second electric rotary machine MG2 rotates in the positive direction (i.e. the direction of rotation of the first ring gear R1 at the moment when vehicle 810 moves forward) to emit a positive torque. At the moment when vehicle 810 moves backwards, the second electric rotary machine MG2 is rotated in the opposite direction in contrast to the operation at the moment when vehicle 810 moves forward. While vehicle 810 is moving, the first ring gear R1 coupled to drive gear 528 is rotated in synchronization with the rotation of the second electric rotary machine MG2 (which is synonymous with the rotation of drive wheels 516). In EV mode of an engine, the CR clutch is additionally released, so that engine 512 and first electric rotary machine MG1 are not co-rotated, so engine speed Ne and speed speed MG1 Ng are allowed to be set to zero. With this configuration, it is possible to improve electrical energy efficiency (ie, reduce electricity consumption) by reducing a drag loss from each of the 512 motor and the first MG1 electric rotary machine. The 582 hybrid control unit maintains the rotation speed of MG1 Ng at zero under return control. Alternatively, the 582 hybrid control unit maintains the rotation speed of MG1 Ng at zero by executing a control (geometry axis control d) to pass current to the first MG1 electric rotary machine so that the rotation of the first MG1 electric rotary machine is fixed. Alternatively, when the rotational speed of MG1 Ng is kept at zero by the denting torque of the first MG1 electric rotary machine even when the torque of MG1 Tg is set to zero, it is not required to add the torque of MG1 Tg. Even when control to keep the rotation speed of MG1 Ng at zero was performed, as the first power transmission unit 524 is in the neutral state where a reaction force against the torque of MG1 Tg cannot be provided, a torque of drive is not influenced. In EV mode of an engine, the first electric rotary machine MG1 can be put in an unloaded state to rest.

In EV mode of a motor, the non-running motor 512 is not cogenerated and is placed in a stop state at zero rotation, so that when regenerative control is performed on the second electric rotary machine MG2 while the 810 vehicle is moving in the EV mode of an engine, a large amount of regenerative electricity is allowed to be acquired. When the battery unit 520 becomes a full charge state and cannot store regenerative energy while the vehicle 810 is moving in an engine's EV mode, it is further conceivable to use the engine brake. When the engine brake is additionally used, clutch C1 or CR clutch is engaged (see engine brake is additionally used in one engine EV mode) as shown in Figure 52. How clutch C1 or CR clutch is engaged , the engine 512 is placed in a state of running. When engine speed Ne is increased by the first electric rotary machine MG1 in this state, it is possible to make the engine brake work. Motor rotation speed Ne is allowed to be set to zero even in the motor 512 running state. In this case, the EV triggering is performed without causing the motor brake to operate. The engine brake is allowed to operate by engaging brake B1.

[00346] Figure 54 is a two-motor EV mode nomogram. As shown in Figure 52, two-engine EV mode is achieved in a state where clutch C1 and brake B1 are engaged and clutch CR is released. In two-engine EV mode, clutch C1 and brake B1 are coupled, and differential movement of the first planetary gear mechanism 850 is restricted so that rotation of the second bracket CA2 is stopped. For this reason, the rotation of all rotating elements of the first planetary gear mechanism 850 is stopped, so that the first differential unit 846 is placed in the internal locking state. Thus, the motor 512 is placed in a zero rotation idle state, and the first support CA1 coupled to the second ring gear R2 is also fixed at zero rotation. When the first bracket CA1 is non-rotatingly fixed, a reaction touch against the torque of MG1 Tg is provided by the first bracket CA1, so that a torque based torque of MG1 Tg can be mechanically made. from first ring gear R1 and transmitted to drive wheels 516. Hybrid control unit 582 for motor operation 512, and causes first electric rotary machine MG1 and second electric rotary machine MG2 to output torque of MG1 Tg and the torque of MG2 Tm to propel vehicle 810. Figure 54 shows a case at a time when vehicle 810 moves forward in a state where the second MG2 electric rotary machine rotates in the positive direction to emit a positive torque and The first electric rotary machine MG1 rotates in the negative direction to emit a negative torque. At the moment when vehicle 810 moves backwards, the first electric rotary machine MG1 and the second electric rotary machine MG2 are rotated in the reverse direction in contrast to the operation at the moment when vehicle 810 moves forward.

As described with reference to Figure 53 and Figure 54, it is possible to drive vehicle 810 using only the second electric rotary machine MG2 in one-engine EV mode, and it is possible to drive vehicle 810 using the first electric rotary machine MG1 and the second electric rotary machine MG2 in two-motor EV mode. Therefore, when vehicle 810 performs an EV drive, one-engine EV mode is set and vehicle 810 is driven by only the second electric rotary machine MG2 at a low load, and two-engine EV mode. vehicle 810 is driven by both the first MG1 electric rotary machine and the second MG2 electric rotary machine at high load. Including HV drive, regeneration during vehicle 810 deceleration is mainly performed by the second electric rotary machine MG2.

[00348] Figure 55 is a nomogram at the moment when vehicle 810 moves forward in HV O / D mode in HV drive mode. As shown in Figure 52, forward displacement in O / D HV mode (hereinafter referred to as O / D HV (forward displacement) mode) is achieved in a state where clutch C1 is engaged and the brake is engaged. B1 and the CR clutch are released. In HV (forward displacement) O / D mode, clutch C1 is engaged, brake B1 is released, and first differential unit 846 is placed in direct coupled state, so that engine power 512 is directly transmitted on the first bracket CA1 coupled to the second ring gear R2. In addition, in HV O / D (forward displacement) mode, the CR clutch is released, so that the second differential unit 844 alone constitutes a continuously variable electric transmission. Thus, the first power transmission unit 824 is capable of distributing the power of the motor 512, which is inserted into the first bracket CA1, between the first solar gear S1 and the first ring gear R1. That is, in the first power transmission unit 824, the direct motor torque is mechanically transmitted to the first ring gear R1 providing a reaction force against the motor torque Te, which is inserted into the first bracket CA1, with the utilization of the first electric rotary machine MG1, and the electric power generated by the first electric rotary machine MG1 using motor power 512, distributed to the first electric rotary machine MG1, is transmitted to the second electric rotary machine MG2 via a predetermined electrical path. . Hybrid control unit 582 causes motor 512 to operate, causes torque of MG1 Tg which is a reaction torque against motor torque Te to be emitted through power generation of the first MG1 electric rotary machine, and makes that the torque of MG2 Tm is emitted from the second electric rotary machine MG2 using the electrical energy generated by the first electric rotary machine MG1. Figure 55 shows a case at a time when vehicle 810 moves forward in a state where the second electric rotary machine MG2 rotates in the positive direction to emit a positive torque.

[00349] Figure 56 is a HV U / D mode nomogram in HV trigger mode. As shown in Figure 52, the U / D HV mode is achieved in a state where clutch C1 and brake B1 are released and clutch CR is engaged. In HV U / D mode, the CR clutch is engaged, so that the second differential unit 844 and the first differential unit 846 constitute a differential mechanism. In addition, in HV U / D mode, clutch C1 and brake B1 are released, so that the second differential unit 844 and the first differential unit 846 as a whole constitute a continuously variable electric transmission operating on a power split ratio different from the power split ratio of the second differential unit 844 alone. Thus, the first power transmission unit 824 is capable of distributing the power of motor 512, which is inserted into the second solar gear S2, between the first solar gear S1 and the first ring gear R1. That is, in the first power transmission unit 824, the direct motor torque is mechanically transmitted to the first ring gear R1 providing a reaction force against the motor torque Te which is inserted into the second solar gear S2 with The utilization of the first electric rotary machine MG1, and electric power generated by the first electric rotary machine MG1 using motor power 512, distributed to the first electric rotary machine MG1, is transmitted to the second electric rotary machine MG2 through a predetermined electrical path. . Hybrid control unit 582 causes motor 512 to operate, causes torque of MG1 Tg which is a reaction torque against motor torque Te to be emitted through power generation of the first MG1 electric rotary machine, and makes that the torque of MG2 Tm is emitted from the second electric rotary machine MG2 using the electrical energy generated by the first electric rotary machine MG1. Figure 55 shows a case at a time when vehicle 810 moves forward in a state where the second electric rotary machine MG2 rotates in the positive direction to emit a positive torque. At the moment when vehicle 810 moves backwards, the second electric rotary machine MG2 is rotated in the opposite direction in contrast to the operation at the moment when vehicle 810 moves forward. During reverse travel, the 512 positive engine speed and torque are directly inserted into the components that constitute the function of the continuously variable electric transmission, ie a forward engine speed input is reached.

[00350] Figure 57 is a nomogram at the moment when vehicle 810 shifts backwards in HV O / D mode in HV drive mode, and shows a case of motor reverse rotation input where the speed and torque of the Motor 512 are reversed to negative values and are inserted into components that achieve the function of continuously variable electric transmission. As shown in Figure 52, the reverse shift at the reverse engine speed input in the HV O / D mode (hereinafter referred to as the reverse reverse drive mode HV (reverse shift) input) is achieved. in a state where brake B1 is engaged and clutch C1 and clutch CR are released. At the HV (reverse gear) O / D mode reverse input, clutch C1 is released and brake B1 is engaged, and the first differential unit 546 is placed in the engine reverse speed change state. 512, such that motor power 512 is transmitted in negative rotation and negative torque to the first bracket CA1 coupled to the second ring gear R2. In addition, at the HV (reverse shift) O / D mode reverse rotation input, the CR clutch is released, so that the second differential unit 844 alone constitutes a continuously variable electric transmission. Thus, the first power transmission unit 824 is capable of distributing the power of motor 512 which is inserted in the first bracket CA1 in the reverse direction between the first solar gear S1 and the first ring gear R1. Hybrid control unit 582 causes motor 512 to operate, causes torque of MG1 Tg which is a reaction torque against motor torque Te to be emitted through power generation of the first MG1 electric rotary machine, and makes that the torque of MG2 Tm is emitted from the second electric rotary machine MG2 using the electrical energy generated by the first electric rotary machine MG1. Figure 57 shows a case at a time when vehicle 810 shifts backwards in a state where the second electric rotary machine MG2 rotates in the negative direction to emit a negative torque.

[00351] Figure 58 is a nomogram at the moment when vehicle 810 shifts backwards in HV O / D mode in HV drive mode, and shows a case of an engine forward rotation input. As shown in Figure 52, backward shift with a HV O / D mode engine forward input (hereinafter referred to as HV O / D mode forward input) ) is reached in one state clutch C1 is engaged and brake B1 and clutch CR are released. At the HV O / D forward rotation input, the clutch C1 is engaged and the brake B1 is released, so that the first differential unit 546 is placed in the direct coupling state with the As a result, the power of motor 512 is transmitted directly to the first bracket CA1 coupled to the second ring gear R2. In addition, at the HV O / D mode forward rotation input, the CR clutch is released, so that the second differential unit 844 alone constitutes a continuously variable electric transmission. Thus, the first power transmission unit 824 is capable of distributing the power of the motor 512, which is inserted into the first bracket CA1, between the first solar gear S1 and the first ring gear R1. Hybrid control unit 582 causes motor 512 to operate, causes torque of MG1 Tg which is a reaction torque against motor torque Te to be emitted through power generation of the first MG1 electric rotary machine, and makes that the torque of MG2 Tm is emitted from the second electric rotary machine MG2 using the electrical energy generated by the first electric rotary machine MG1. Figure 58 shows a case at a time when vehicle 810 shifts backwards in a state where the second electric rotary machine MG2 rotates in the negative direction to emit a negative torque.

As described with reference to Figure 55 through Figure 58, the O / D HV mode and the U / D HV mode differ from each other in the rotary element, to which motor power 512 is inserted, into the components. which achieve the function of continuously variable electric transmission, so that the O / D HV mode and the U / D HV mode differ from each other in the power division ratio at the time when the first power transmission unit 824 is Made to serve as continuously variable electric transmission. That is, the ratio between the output torques of the MG1, MG2 electric rotary machines and the ratio of the rotational speeds of the MG1, MG2 electric rotary machines to motor 512 are allowed to be changed between the O / D HV mode and U / D HV mode. The operating status of the CR clutch is changed to change the ratio of the output torque or rotational speed of each of the MG1, MG2 electric rotary machines to the output torque or rotational speed of the 512 engine while driving. motor.

[00353] Direct motor torque in O / D HV (forward displacement) mode is reduced from motor torque Te. On the other hand, the direct motor torque in U / D HV mode is increased from the motor torque Te. In the present embodiment, the second differential unit 844 alone constitutes the continuously variable electric transmission in HV O / D mode (see Figure 55).

Thus, when the differential status of the second 844 differential unit is controlled as a result of control over the operating status of the first MG1 electric rotary machine in a state where clutch C1 is engaged and clutch CR is released, reduced torque of motor torque Te is mechanically transmitted to the first ring gear R1.

In a state of a so-called mechanical point at which the rotational speed of MG1 Ng is set to zero and engine power 512 is fully mechanically transmitted to the first ring gear R1 without passing through an electrical path ( an electrical transmission path that is an electrical path relative to an electrical exchange to either the first electric rotary machine MG1 or the second electric rotary machine MG2), the case of an overdrive state where the engine speed 512 is increased and is emitted from the first ring gear R1 is the O / D HV mode, and the case of an under-chaf state where engine speed 512 is reduced and is emitted from the first ring gear R1 is U / D HV.

[00356] Figure 59 is a fixed run mode nomogram in HV drive mode, and shows a case of direct coupling where the rotary elements of the second differential unit 844 and the first differential unit 846 are integrally rotated. As shown in Figure 52, direct coupling in fixed gear mode (hereinafter referred to as direct coupling fixed gear mode) is achieved in a state where clutch C1 and clutch CR are engaged and brake B1 is released. . In direct coupling fixed travel mode, clutch C1 is engaged and brake B1 is released so that the first differential unit 846 is placed in the direct coupling state. In addition, in direct coupling fixed travel mode, the clutch CR is engaged so that the rotating elements of the second differential unit 844 and the first differential unit 846 are integrally rotated. Thus, the first power transmission unit 824 is capable of directly emitting engine power 512 from the first ring gear R1. Hybrid control unit 582 causes engine 512 to output engine torque Te to propel vehicle 810. In direct-coupled fixed gear mode, it is also possible to directly output power from the first electric rotary machine MG1 from the first gear. ring R1 driving the first electric rotary machine MG1 using electric power from battery unit 520. In direct coupled fixed travel mode, it is also possible to transmit the power of the second electric rotary machine MG2 to drive wheels 516 by driving the second electric rotary machine MG2 with the use of battery unit 520 power. Thus, the hybrid control unit 582 is allowed not only to cause the motor torque to be emitted but also to have at least one of the first machine MG1 and the second MG2 electric rotary machine give a torque to propel the 810 vehicle. Direct coupled fixed travel mode, vehicle 810 can be driven only by engine 512 or can be assisted with a torque that is generated by the first electric rotary machine MG1 and / or the second electric rotary machine MG2.

[00357] Figure 60 is a nomogram in fixed travel mode in HV drive mode, and shows a case of output shaft attachment where the first ring gear R1 is non-rotatable. As shown in Figure 52, output shaft clamping in fixed travel mode (hereinafter referred to as output shaft fixed travel mode) is achieved in a state where brake B1 and clutch CR are engaged and the clutch C1 is released. In output shaft fixed gear mode, the clutch CR is engaged so that the second differential unit 844 and the first differential unit 846 constitute a differential mechanism. In addition, in output shaft fixed travel mode, brake B1 is engaged and clutch C1 is released so that the first ring gear R1 is non-rotatable. Thus, the first power transmission unit 824 is capable of providing a reaction force against the motor power 512 which is inserted into the second solar gear S2 using the first electric rotary machine MG1. Therefore, in output shaft fixed travel mode, it is possible to charge battery unit 520 with electric power generated by the first electric rotary machine MG1 using motor power 512. Hybrid control unit 582 operates motor 512, provides a reaction force against engine power 512 through power generation of the first MG1 electric rotary machine, and charges the battery unit 520 with electrical power generated by the first MG1 electric rotary machine through power control unit 518. As the first ring gear R1 is fixed non-rotatable in output shaft fixed travel mode, output shaft fixed travel mode is a mode in which battery unit 520 is exclusively charged during a vehicle 810. As described with reference to Figure 59 and Figure 60, in direct coupling fixed travel mode or output shaft fixed travel mode in drive mode HV, the CR clutch is engaged.

As described in the sixth embodiment above with reference to Figure 5, and Figure 28 through Figure 29, the U / D HV mode is set at a high motor load 512 where the relatively large reduction ratio I is used, and The HV O / D mode is set to a low load or high vehicle speed motor 512 where the relatively small reduction ratio I is used. Thus, U / D HV mode or O / D HV mode is selectively used. As a result, an increase in torque or rotational speed of each of the MG1, MG2 electric rotary machines is prevented or reduced, and a circulating power is reduced at a high vehicle speed. This leads to a reduction in energy conversion loss in the electrical path and improved fuel consumption. Alternatively, this leads to a reduction in the size of each of the MG1, MG2 electric rotary machines.

In each of the U / D HV mode and O / D HV mode, the first power transmission unit 824 is made to serve as the continuously variable electric transmission. A state where the reduction ratio I of the first power transmission unit 824 is "1" is a state equivalent to the state of the direct coupled fixed gear mode in which clutch C1 and clutch CR are both coupled (see Figure 59). ). Accordingly, the 582 hybrid control unit accordingly changes the control mode between the HV (forward displacement) O / D mode in which clutch C1 is engaged and the U / D HV mode in which CR clutch is engaged. changing the operating status of clutch C1 and clutch CR at the time of a synchronization state where the reduction ratio I is "1".

Hybrid Control Unit 582 determines which drive mode should be set by applying vehicle speed V and vehicle load (eg required drive torque) on the drive mode change map as shown in Figure 30. or Figure 31 of the sixth embodiment described above. When the drive mode determined is the current drive mode, the 582 hybrid control unit maintains the current drive mode. When the determined drive mode is different from the current drive mode, the 582 hybrid control unit sets the determined drive mode instead of the current drive mode.

When the EV mode of an engine is set, the 582 hybrid control unit allows an EV drive that uses only the second electric rotary machine MG2 as a source of drive power to propel the 810 vehicle. Two-engine EV engine is established, the 582 hybrid control unit allows EV drive that uses both the first MG1 electric rotary machine and the second MG2 electric rotary machine as drive power sources to propel vehicle 810.

[00362] When HV O / D mode or HV U / D mode is established, the 582 hybrid control unit allows motor drive where direct motor torque is transmitted to the first ring gear R1. providing a reaction force against engine power 512 by generating power from the first MG1 electric rotary machine and torque is transmitted to the drive wheels 516 driving the second MG2 electric rotary machine with electrical power generated by the first MG1 electric rotary machine . In HV O / D mode or HV U / D mode, the 582 hybrid control unit operates the 512 engine at a motor operating point (that is, a motor operating point expressed by the engine speed). Ne and the engine torque Te) in consideration of the known optimum fuel consumption line of the 512 engine. In the O / D HV mode or the U / D HV mode, it is also allowed to drive the second electric rotary machine MG2 with power. battery unit 520 in addition to the electric power generated by the first MG1 electric rotary machine.

[00363] When the direct coupling fixed gear mode is set, the hybrid control unit 582 allows the engine to drive where vehicle 810 travels directly by emitting engine power 512 from the first ring gear R1. In direct-coupled fixed gear mode, the 582 hybrid control unit is allowed to make the vehicle 810 travel directly by emitting power from the first electric rotary machine MG1 from the first ring gear R1 driving the first electric rotary machine MG1 with power battery unit 520 in addition to the power of the 512 motor or transmitting the power of the second MG2 electric rotary machine to the drive wheels 516 by driving the second MG2 electric rotary machine with energy from the 520 battery unit.

During a vehicle stop 810, when the SOC battery capacity is lower than or equal to a predetermined capacity at which it is determined that charging is required, the Hybrid Control Unit 582 establishes the fixed travel mode. output shaft. When the output shaft fixed travel mode is established, the hybrid control unit 582 provides a reaction force against engine power 512 by generating power from the first electric rotary machine MG1, and charges battery unit 520 with electric power generated by the first electric rotary machine MG1 through the power control unit 518.

As described above, in the EV mode of an engine, the engine 512 is placed in a running state by engaging clutch C1, clutch CR or brake B1, and in this state it is possible to increase the speed of rotation. Ne engine with the first MG1 electric rotary machine. Thus, when engine 512 is started in an engine's EV mode, electronic control unit 580 sets clutch C1, CR clutch or brake B1 to a coupled state, and in this state ignites the fuel while increasing the speed. Ne engine speed with first MG1 electric rotary machine as required.

[00366] Figure 61 is a view illustrating an example of a case where engine RPM speed Ne is increased to start engine 512 generating torque MG1 Tg in a state where clutch C1 is engaged in EV mode. of a motor with reference to a nomogram similar to the nomograms of Figure 53 through Figure 60. In Figure 61, at such a motor start, the Ted torque corresponding to the negative torque Te of the 512 motor (also referred to as motor synchronization torque) which results from an increase in engine speed 512 not in operation as a reaction force to increase engine speed Ne is transmitted to the first ring gear R1 ("OUT") coupled to drive wheels 516, so that the drive torque drop occurs. In contrast, the shock at engine starting is reduced by emitting a Tmadd torque that compensates for a drop in drive torque (also referred to as trim torque) by using the second electric rotary machine MG2. That is, at such a motor start, the electronic control unit 580 additionally causes the second electric rotary machine MG2 to issue the Tmadd compensation torque as a reaction force canceling torque. The state shown in Figure 61 is during the transition of a motor start, that is, the motor rotation speed Ne is being increased. During EV actuation, the rotation of each of the rotary elements of the first planetary gear mechanism 850, which are integrally rotated as a result of coupled clutch C1 and indicated by dashed line, is set to zero. When the engine brake is applied, the engine speed Ne is increased as in the state shown in Figure 61.

[00367] In Figure 61, the spacing ratio between adjacent lines between vertical lines Y1 through Y4 is 1: λ: λ as shown in the drawing. Each "λ" in the second term and third term is calculated based on the gear ratio (= Number of solar gear teeth / Number of ring gear teeth) of each of the planetary gear mechanisms 848, 850, and not It is always the same value. In the present embodiment, each "λ" in the second term and the third term is assumed to be the same value for the sake of convenience. At engine start as shown in Figure 61 also, as clutch C1 is engaged, the rotating elements of the first planetary gear mechanism 850, indicated by dashed lines, are fully rotated. In this state, when a positive torque Tg is emitted from the first electric rotary machine MG1, the rotation of motor 512 coupled to the second solar gear S2 of the first planetary gear mechanism 850 is increased. At motor start, the Ted torque transmitted to the first ring gear R1 ("OUT") is 1 / (1 + λ) χΤβ. For this reason, the Tmadd compensation torque that compensates for a drive torque drop in the first ring gear R1 ("OUT") is 1 / (1 + λ) χΤβ. This is due to the same principle as the fact that direct motor torque in O / D HV (forward displacement) mode is reduced from motor torque Te as described above. In the calculations here, inertial terms are omitted.

Incidentally, as Tmadd compensation torque is the amount of torque increase of the second MG2 electric rotary machine, if the 512 motor is started in a state where the second MG2 electric rotary machine is already emitting the large MG2 Tm torque , there is a possibility that it is not possible to provide the required Tmadd compensation torque. So there is a concern that the second electric rotary machine MG2 cannot sufficiently compensate for a drop in drive torque and as a result, it is not possible to reduce a shock at engine starting time.

[00369] When the electronic control unit 580 starts the 512 engine in one-engine EV mode, the electronic control unit 580 operates the released state CR clutch toward the coupled state in a state where clutch C1 is engaged, and causes the first electric rotary machine MG1 to emit the Tmadd compensation torque. In addition to the coupled state of clutch C1, when a torque capability (hereinafter referred to as CR Ter torque) is generated in the CR clutch, the state changes to a direct coupled fixed travel state where clutch C1 and the CR clutch are both coupled (see Figure 59) so that it is possible to increase the engine RPM speed Ne without generating the torque of MG1 Tg (positive torque). Such engine starting by generating the CR torque Having on the CR clutch does not utilize the MG1 Tg (positive torque) torque, so it is possible to use the MG1 Tg (negative torque) torque to provide the Tmadd compensation torque. Thus, when the 512 motor is started, it is easily possible to compensate for a drop in drive torque. Since the second MG2 electric rotary machine does not need to leave Tmadd compensation torque unused for EV drive since the first MG1 electric rotary machine is capable of emitting Tmadd compensation torque, the region in which EV triggering is performed with utilization of the second electric rotary machine MG2 (ie, the EV mode region of a motor) expands.

Fig. 62 is a view illustrating an example in which case the 512 engine is started by increasing the engine rotation speed Ne by operating the released state clutch CR toward the coupled state in a state where the C1 clutch is coupled to the EV mode of a motor and the first electric rotary machine MG1 is made to output the Tmadd compensation torque with reference to the same nomogram as Figure 61. Figure 35 is a graph illustrating CR Torque that is required. to generate in the CR clutch (hereinafter, required CR torque Has) in the case where the first electric rotary machine MG1 emits the Tmadd compensation torque.

In Fig. 62, as the clutch C1 is engaged, the rotating elements of the first planetary gear mechanism 850, indicated by dashed lines, are integrally rotated. In this state, the rotation of the coupled motor 512 in the second solar gear S2 of the first planetary gear mechanism 850 is increased by generating the CR T ter torque in the CR clutch as a result of operating the released state CR clutch in the coupled state direction. At engine start, the CR clutch is in a sliding state; however, CR Ter torque is generated to increase motor rotation speed Ne, so the Ted torque transmitted to the first ring gear R1 ("OUT") is motor synchronization torque Te.

In addition, at engine startup generating the CR T torque on the CR clutch, the Tmadd compensation torque is generated using the MG1 Tg (negative torque) torque. The torque of MG1 Tg (negative torque) adds one torque (this torque is denoted by Tgd) to compensate for a drive torque drop in the first ring gear R1 ("OUT"). On the other hand, the torque of MG1 Tg (negative torque) adds a torque (this torque is denoted by Tgdd) in the direction to reduce Ne motor rotation speed for the first planetary gear mechanism 850 which is indicated by dashed line and fully rotated as clutch C1 is engaged. Therefore, a torque acting on the first ring gear R1 ("OUT") at the moment when the CR Ter torque is generated to increase the engine rpm Ne is Tgd - | Te + Tgdd |. When it is assumed that the state where CR Ter torque is generated in addition to the coupled state of clutch C1 is equivalent to the state of the direct coupled fixed travel mode (see Figure 59) in which both clutch C1 and CR clutch are coupled. , the absolute torque value of MG1 Tg (negative torque) is Tgd - | Tgdd |. For this reason, the torque acting on the first ring gear R1 ("OUT") is | Tg | - | Te |. Thus, when the first electric rotary machine MG1 emits at least one torque that corresponds to motor synchronization torque Te as the torque of MG1 Tg (negative torque), it is possible to compensate for a drop in drive torque. In the calculations here, inertial terms are omitted.

As a condition that it is possible to increase the engine rpm Ne by generating the CR Ter torque, at least the CR Ter torque that corresponds to the Tgdd torque that is added to the first planetary gear mechanism 850 by the torque of MG1 Tg (negative torque) is required in addition to motor synchronization torque Te. Thus, the required CR torque Tcrn is a torque that exceeds | Te + Tgdd |. The torque Tgdd is (1 + λ) / λxTg, so the required CR torque Tcrn with which the engine speed Ne is increased is a torque that exceeds a torque (= | Te + (1 + λ) / λxTg |) as indicated by the solid line in Figure 35. In the calculations here, inertial terms are omitted.

[00374] As described with reference to Figure 62 and Figure 35, even when the second electric rotary machine MG2 is not emitting part of the Tmadd compensation torque, but when the first electric rotary machine MG1 emits the torque of MG1 Tg (negative torque). which corresponds to the motor synchronization torque Te, it is possible to provide the compensation torque Tmadd. Therefore, the EV mode region of a motor is allowed to be adjusted based on the maximum torque of the second electric rotary machine MG2, so that it is possible to expand the EV drive region beyond the EV mode region of a motor, which is adjusted based on a torque obtained by subtracting the compensation torque Tmadd from the maximum torque of the second electric rotary machine MG2.

[00375] As the absolute torque value of MG1 Tg (negative torque) increases, the required CR torque Tcrn is also increased. In addition, at engine start-up generating the CR Ter torque, the CR shell is in a sliding state, so that there is a possibility that a thermal inconvenience will occur. For this reason, it is desirable to adjust the upper limit value of the absolute torque value of MG1 Tg (negative torque) taking into account a possible value according to the torque of CR Ter.

[00376] When the first MG1 electric rotary machine emits the torque of MG1 Tg (negative torque) that exceeds the Tmadd compensation torque, it is possible to accelerate while starting the engine by increasing the drive torque.

In order to implement the above described motor start control, the electronic control unit 580 further includes a condition determination means, i.e. condition determination unit 586, start control means, i.e. , starter control unit 588, and torque compensation control means, that is, torque compensation control unit 589.

When the engine is started by generating the torque of MG1 Tg (positive torque) (see Figure 61), condition determination unit 586 determines whether the second electric rotary machine MG2 is capable of providing a required Tmadd compensation torque. For example, condition determination unit 586 determines whether a torque obtained by subtracting the torque from MG2 Tm, which corresponds to the required drive torque and which is currently being emitted from the second electric rotary machine MG2, from the torque of MG2 Tm that is currently being emitted from the second electric rotary machine MG2 is insufficient for Tmadd compensation torque during EV drive in an engine's EV mode. The Tmadd compensation torque is 1 / (1 + λ) χΤβ as described above. Motor synchronization torque Te is, for example, calculated on the basis of an acceleration of engine speed increase at engine starting time based on discharge gas purification requirements, or the like.

[00379] At motor start time 512, when condition determination unit 586 determines that the Tmadd compensation torque at motor start generating torque MG1 Tg (positive torque) is not insufficient, the start control unit 588, for example, starts engine 512 causing the first electric rotary machine MG1 to emit the torque of MG1 Tg (positive torque) in a state where clutch C1 is engaged and igniting fuel while increasing engine speed. (see Figure 61).

[00380] At motor start time 512, when condition determining unit 586 determines that Tmadd compensation torque at motor start generating MG1 Tg torque (positive torque) is insufficient, starter control unit 588 starts engine 512 operating the released clutch CR to the coupled state in a state where clutch C1 is engaged and igniting the fuel while increasing engine speed Ne (see Figure 62).

[00381] When starting the engine operating the released state CR clutch in the coupled state direction, either the first MG1 electric rotary machine and the second MG2 electric rotary machine is capable of generating the Tmadd compensation torque. That is, when motor 512 is started, torque compensation control unit 589 is capable of emitting a torque from each of the first electric rotary machine MG1 and the second electric rotary machine MG2 so that a drive torque drop is reduced. When compensating for a drive torque drop using the second electric rotary machine MG2, the Tmadd trim torque is allowed to actuate directly on the 516 drive wheels, so it is relatively easy to control the magnitude of the Tmadd trim torque. On the other hand, in compensating for a drive torque drop using the first MG1 electric rotary machine, a reaction touch is provided by the CR clutch being operated from the released state toward the coupled state in a sliding state, so that It is relatively difficult to control the magnitude of the Tmadd compensation torque acting on the drive wheels 516. For this reason, the torque compensation control unit 589 causes the first electric rotary machine MG1 to emit a torque whereby the torque of MG2 Tm is insufficient for a torque to reduce a drive torque drop so that the Tmadd trim torque that is generated by the second electric rotary machine is emitted in preference to a Tmadd trim torque that is generated by the first electric rotary machine MG1. That is, the first electric rotary machine MG1 provides an insufficient amount of Tmadd compensation torque by emitting the torque of MG1 Tg (negative torque).

More specifically, when the 588 starter control unit starts the 512 engine operating the released state CR clutch in the coupled state direction, the 589 torque compensation control unit performs MG1 assistance to cause the first MG1 electric rotary machine manages the Tmadd compensation torque. In servicing MG1, the torque compensation control unit 589 outputs the MG1 Tg (negative torque) torque of the first MG1 electric rotary machine so that a drive torque drop is reduced.

[00383] At engine startup operating the released state CR clutch in the coupled state direction, the Ted torque that is transmitted to the first ring gear R1 ("OUT") is the motor timing torque Te, as described above. . Therefore, in such a motor start, when the Tmadd compensation torque is not provided using the torque of MG1 Tg (negative torque), the Tmadd compensation torque that is generated by the second electric rotary machine MG2 is -Te. Therefore, the MG1 Tg torque (negative torque) in the MG1 service is a torque by which the MG2 Tm torque is insufficient for the Tmadd compensation torque (= -Te). That is, the torque of MG1 Tg (negative torque) is a torque by which a torque obtained by subtracting the torque from MG2 Tm, which corresponds to the required drive torque and which is currently being emitted from the second electric rotary machine MG2, from MG2 Tm torque currently being emitted from the second electric rotary machine MG2 is insufficient for Tmadd compensation torque (= -Te). When the second electric rotary machine MG2 is not able to emit part of the Tmadd compensation torque or when a mode in which the second electric rotary machine MG2 originally does not emit the Tmadd compensation torque is used, the torque compensation control unit 589 outputs the MG1 Tg (negative torque) torque of the first MG1 electric rotary machine so that a drop in drive torque is reduced by using only the first MG1 electric rotary machine.

As vehicle load (eg required drive torque) decreases, the torque of MG2 Tm that is used to drive vehicle 810 reduces, so that a margin of torque of MG2 Tm which is allowed to be used for Tmadd compensation torque, relatively increases. As described above it is desirable to use the torque of MG2 Tm for the compensation torque Tmadd in preference to the torque of MG1 Tg (negative torque). Therefore, torque compensation control unit 589 decreases the absolute torque value of MG1 Tg (negative torque) that is emitted from the first MG1 electric rotary machine as vehicle load decreases.

[00385] The Tmadd compensation torque that is generated by the first electric rotary machine MG1 acts in the direction to reduce the rotational speed of the second ring gear R2 (i.e. the rotary elements of the first differential unit 846, which are integrally rotated due to coupled C1 clutch) coupled to the first bracket CA1 (ie, acts as a reaction touch on the released state clutch CR toward the coupled state). For this reason, the torque compensation control unit 589 sets the absolute torque value of MG1 Tg (negative torque) that is output from the first MG1 electric rotary machine to a predetermined or lower value. The default value is adjusted based on the CR Ter torque that can be generated based on, for example, a thermal load, or the like, and the torque (= | Te + (1 + λ) / λxTg |) indicated by the line. continuous in Figure 35.

At engine startup operating the released state clutch CR in the coupled state direction, a change in engine speed Ne tends to fluctuate relative to a target value, so there is a possibility that combustion stability 512 engine is damaged. The engine RPM speed is subject to feedback control using the torque of MG1 Tg of which the time constant is less than the hydraulic pressure of CR Per to operate the CR clutch. That is, when the 512 motor is started, the torque compensation control unit 589 outputs the MG1 Tg torque of the first MG1 electric rotary machine under return control so that the motor rotation speed Ne varies over the value. target.

When the THoil operating oil temperature for operating the CR clutch is low, there is a possibility that the response (which is synonymous with controllability) of the CR clutch decreases due to a high operating oil viscosity. When the THoil operating oil temperature is high, there is a possibility that the CR clutch response decreases due to the operating oil leakage of valve clearances, and the like (a solenoid valve, a pressure regulating valve, and the like). , provided on the hydraulic control circuit 554) associated with the hydraulic pressure supply for the CR clutch. When CR clutch response is low, engine starting response may decrease. In such a case, although the Tmadd compensation torque is insufficient, it is more desirable to start the engine generating the MG1 Tg (positive torque) torque than to start the engine operating the released clutch CR toward a coupled state. That is, even when it is not possible to reduce a drive torque drop, ensuring the motor starting response is given a higher priority.

More specifically, at motor starting time 512, when condition determining unit 586 determines that the Tmadd compensation torque at motor starting generating torque MG1 Tg (positive torque) is insufficient, the determining unit Condition 586 determines that the response (controllability) at the time of operating the CR clutch is high or low based on the operating oil temperature THoil of operating oil to operate the CR clutch. Condition determining unit 586 determines whether the response at the time of operating the CR clutch is high or low based on whether the THoil operating oil temperature is higher than a predetermined oil temperature. The predetermined oil temperature is, for example, a limit determined in advance to determine that the operating oil viscosity is low to such a degree that the response of the clutch CR is assured. In other words, condition determining unit 586 determines whether the response for operating clutch CR is high or low based on whether the THoil operating oil temperature is lower than a second predetermined oil temperature. The second predetermined oil temperature is, for example, a value higher than the predetermined oil temperature and is a limit determined in advance to determine that valve operating oil leakage is reduced to such a degree that the CR clutch response is assured.

When condition determination unit 586 determines that the response to operate the CR clutch is high, the starter control unit 588 performs a motor start control (also referred to as a CR clutch coupling motor starter). to operate the released state CR clutch toward the coupled state in a state where clutch C1 is engaged. On the other hand, when condition determination unit 586 determines that the response to operate the CR clutch is low, the starter control unit 588 performs a motor start control (also referred to as normal engine start) to increase the speed. engine speed Ne with the use of the first electric rotary machine MG1 in a state where clutch C1 is engaged and clutch CR is released.

[00390] Figure 63 is a flowchart illustrating the relevant portion of control operations of the electronic control unit 580, that is, control operations to easily compensate for a drive torque drop at motor starting time 512. This A flowchart is, for example, performed when it is determined to start the engine during EV activation. Fig. 64 is a view showing an example of a time graph in the case where the control operations shown in the flow chart of Fig. 63 are performed.

[00391] In Figure 63, initially, in step (hereinafter, step is omitted) S10 which corresponds to the function of condition determination unit 586, it is determined whether the Tmadd compensation torque that is generated by the second electric rotary machine MG2 is insufficient in the case where normal motor starting is performed. When an affirmative determination is made at S10, it is determined at S20 that it corresponds to the function of condition determination unit 586 if the response to operate the CR clutch is high based on whether the THoil operating oil temperature is higher than the predetermined oil temperature. For example, whether the response to operate the CR clutch is high can be determined based on whether the THoil operating oil temperature is lower than the second predetermined oil temperature (> the predetermined oil temperature). When an affirmative determination is made at S20, the CR clutch coupling motor starter is selected and perform service from MG1 (ie with MG1 assistance) is selected at S30 which corresponds to the functions of starter control unit 588 and torque compensation control unit 589. Subsequent to S30, engine 512 is started by operating the released state clutch CR toward the coupled state in a state where clutch C1 is engaged and igniting the fuel while increasing the speed of rotation. engine no. At engine start, the Tmadd compensation torque is output from the first electric rotary machine MG1 and the second electric rotary machine MG2. The torque of MG1 Tg (negative torque) is issued with the assistance of MG1 as a torque whereby the torque of MG2 Tm is insufficient for the required Tmadd compensation torque (see Figure 62). On the other hand, when a negative determination is made at S10 or when a negative determination is made at S20, the normal motor start is selected at S40 which corresponds to the function of the starter control unit 588. Subsequent to S40, motor 512 It is switched on by emitting the MG1 Tg (positive torque) torque of the first MG1 electric rotary engine in a state where clutch C1 is engaged and igniting the fuel while increasing engine speed Ne (see Figure 61).

[64392] Figure 64 shows the case where CR clutch coupling motor starter from the state where vehicle 810 is performing an EV drive at a constant throttle operation amount. In Figure 64, during EV drive where engine 512 operation is stopped in a state where the EV mode of a motor in which clutch C1 is engaged (see engine brake is additionally used in Figure 52) or O / D HV (forward displacement) is established, the amount of throttle operation 0acc begins to increase (see time t1). Consequently, the required drive torque increases, so that the torque of MG2 Tm also increases, a positive electrical energy (ie battery discharge electrical energy) of electrical energy (also referred to as battery electrical energy) of the control unit. Battery 520 also increases in proportion (see time t1 to time t4). After this, as a result of the fact that the amount of 0acc throttle operation has increased, it is determined to start the engine (see time t3). Thus, CR Ter torque is generated in the CR clutch. A hydraulic pressure command value to supply the CR Per hydraulic pressure can be issued from the moment it is determined to start the engine or to improve the response to engage the CR clutch, as shown in the example in Figure 64, can be It is predicted to start the engine and then start preparing to generate the CR T torque from the moment it is predicted to start the engine. For example, a threshold at which the engine is predicted to start is set to the amount of throttle operation 0acc lower than a threshold at which the engine is determined to start. Time t2 indicates that the preparation for generating CR Ter torque is switched on as the amount of throttle operation 0acc has reached the limit at which it is predicted to start the engine. In preparation for generating the CR torque Initially having the temporary high hydraulic pressure to move the pressure regulating valve supplying the CR Per hydraulic pressure is issued as a hydraulic pressure command value of the CR Per hydraulic pressure, and thereafter the constant hold pressure to move a piston from clutch CR is emitted (see time t2 to time t3). The constant hold pressure is not that for moving the piston until a so-called fill is completed to fill the gap between the clutch friction materials CR. In the example of Figure 64, after being predicted to start the engine, the amount of throttle operation 0acc has increased, so that it is determined to start the engine, and the hydraulic pressure command value of CR Per hydraulic pressure to generate the torque of. CR Ter begins to be issued (see time t3). At the emission of the hydraulic pressure command value, initially a temporary high hydraulic pressure to fill the CR clutch is emitted, and thereafter the constant hold pressure is emitted (see time t3 to time t6). As the CR Ter torque actually begins to be generated as a result of issuing the CR Per hydraulic pressure command value to generate the CR Ter torque, the engine rpm Ne starts to increase (see time t5). As an increase in engine speed Ne is detected, the torque of MG2 Tm is increased and the torque of MG1 Tg (negative torque) is issued to give the compensation torque Tmadd (see time t5 to time t6). Since each of the MG1, MG2 electric rotary machines includes a resolver, the onset of an increase in engine speed Ne can be precisely detected based on the speed of MG1 Ng and the speed of MG2 Nm. Detecting the onset of such increase in engine RPM speed Ne, the relationship between CR Ter torque and a hydraulic pressure command value of CR Per hydraulic pressure to generate CR Ter torque can be learned, and the value Per hydraulic pressure control valve of the hydraulic pressure of CR Per, which is used at engine start next time can be corrected. Alternatively, the CR Per hydraulic pressure command value can be corrected using the CR Per hydraulic pressure detected by a CR 574 hydraulic pressure sensor or a piston stroke detected by a piston stroke sensor in the clutch. CR. As a motor rotation speed Ne begins to increase, a feedback control is performed using the first electric rotary machine MG1 so that a desired increase path of motor rotation speed Ne is obtained. Because the response of the first MG1 electric rotary machine is higher than the CR Per hydraulic pressure, the ability to track to a target improves. As a drive torque fluctuates due to fluctuations in the torque of MG1 Tg (negative torque) on return control, fluctuations are canceled by the torque of MG2 Tm (see time t5 to time t6). As motor speed Ne reaches a predetermined speed, motor 512 is ignited (see time t6). With an increase in engine torque Te after ignition, the hydraulic pressure command value for decreasing the hydraulic pressure of CR Per is issued in preparation for engine starting later (see time t6 to time t8). After ignition, it is determined whether engine 512 has performed a complete combustion (see time t7), and when combustion becomes stable, the engine torque Te is increased (see time t8 and thereafter). As the drive mode is changed to engine drive that uses the engine power Pe as a main power source, the battery electric power that is used to propel the 810 vehicle is reduced (see time t8 to time t9).

As described above, according to the present embodiment, when engine 512 is started, not the torque of MG1 Tg (positive torque) that is used to start engine 512 in a state where clamp C1 is coupled. and the CR clutch is released but the CR clutch is operated from the released state toward the coupled state in a state where clutch C1 is engaged and the torque of MG1 Tg (negative torque) is emitted so that a drive torque drop is reduced so that Tmadd compensation torque can be generated using the first electric rotary machine MG1. Thus, when the 512 motor is started, it is easily possible to compensate for a drop in drive torque. Thus, for example, when all Tmadd compensation torque is provided by the second electric rotary machine MG2, it is possible to expand a motor drive region of the second electrical rotary machine MG2, which is determined so that the Tmadd compensation torque is reserved.

According to the present embodiment, when the motor 512 is started, a torque is emitted from each of the first electric rotary machine MG1 and the second electric rotary machine MG2 so that a drop in drive torque is reduced so as to This allows the Tmadd compensation torque to be generated using both the first MG1 electric rotary machine and the second MG2 electric rotary machine. This makes it easy to reduce a shock at engine starting.

According to the present embodiment, as the absolute torque value of MG1 Tg (negative torque) is adjusted to the predetermined value or less, it is possible to achieve an increase in engine RPM with the use of the CR clutch. and compensation for a drive torque drop using the first MG1 electric rotary machine.

According to the present embodiment, as the absolute torque value of MG1 Tg (negative torque) is reduced as vehicle load decreases, that is, a margin of torque of MG2 Tm relatively increases, the compensation torque Tmadd which is generated by the second electric rotary machine MG2 is increased, so that it is possible to steadily compensate for a drop in drive torque. This makes it easy to reduce a shock at engine starting.

According to the present embodiment, as a torque by which the torque of MG2 Tm is insufficient for a torque to reduce a drive torque drop is emitted from the first MG1 electric rotary machine, the Tmadd compensation torque that is generated The second electric rotary machine MG2 is emitted in preference to the Tmadd compensation torque that is generated by the first electric rotary machine MG1, so that it is possible to compensate stably for a drop in drive torque. This makes it easy to reduce a shock at engine starting.

According to the present embodiment, when the motor 512 is started, the torque of MG1 Tg is emitted under return control so that the motor rotation speed Ne varies along the target value, so that it is possible Reduce variations in Ne engine speed with the use of the first MG1 electric rotary machine that has a higher response than the operation of the CR in-circuit. Thus, it is easy to ensure the combustion stability of the 512 engine.

According to the present embodiment, when the response at the time of operating the CR clutch is low, a motor starter control to increase the Ne engine speed with the use of the first MG1 electric rotary machine in a state where clutch C1 is engaged and clutch CR is released, the response can be ensured at engine starting time 512.

According to the present embodiment, whether the response at the time of operating the CR clutch is high or low is determined based on the operating oil temperature. THoil of operating oil to operate the CR clutch, and when the response Since the CR clutch is low, the response at engine starting time 512 is ensured by running a starting engine control using the first MG1 electric rotary machine to ensure a smooth starting of engine 512.

According to the present embodiment, the second differential unit 844 includes a single pinion planetary gear mechanism in which the first solar gear S1 is the fifth rotary element RE5, the first ring gear R1 is the sixth rotary element. RE6 and the first support CA1 is the fourth rotary element RE4, so that when the differential status of the second differential unit 844 is controlled in a state where clutch C1 is engaged and CR clutch is released, reduced torque of the motor torque Te is mechanically transmitted to the first ring gear R1.

In the following, an eleventh embodiment of the invention will be described. In the following description, like reference numerals denote portions common to the embodiments, and the description is omitted.

In the tenth embodiment described above, when the response at the time of operating the CR clutch is high, a CR clutch coupling motor starter is executed, and the torque of MG1 Tg (negative torque) is issued through servicing. MG1 to provide the Tmadd compensation torque. On the other hand, when the response when operating the CR clutch is low, normal engine starting is performed using the torque of MG1 Tg (positive torque). In normal engine starting, the Tmadd compensation torque is provided using only the MG2 Tm torque. Therefore, when the response at the time of operating the CR clutch is high, it is possible to reduce the MG2 Tm torque that is required to be reserved (ie the MG2 Tm torque that is left unused in EV drive) so to be used as the Tmadd compensation torque at engine starting. In an extreme case, in a mode where the Tmadd compensation torque is provided using the MG1 Tg (negative torque) torque, it is not required to reserve the MG2 Tm torque in order to be used as the Tmadd compensation torque. On the other hand, when the response at the moment of operating the CR clutch is low, combustion stability at engine starting time improves through normal engine starting using the torque of MG1 Tg (positive torque) but the compensating torque. Tmadd is generated using only the second electric rotary machine MG2. Therefore, the electronic control unit 580 narrows the EV drive region when vehicle 810 travels using the second electric rotary machine MG2 as a source of drive force in a state where motor 512 operation is stopped in the case where Response at the time of operating the CR clutch is low compared to the case where the response at the time of operating the CR clutch is high.

Specifically, when condition determining unit 586 determines that the response at the time of operating the CR clutch is high, hybrid control unit 582 selects (adjusts) the first EV region as the EV mode mode region. an engine. On the other hand, when condition determining unit 586 determines that the response at the time of operating the CR clutch is low, hybrid control unit 582 selects (adjusts) the second EV region as the EV mode region of a motor. The first EV region is set so that, for example, a high load side vehicle load region is wide (ie the required drive torque is expanded to a higher torque region) compared to second EV region.

Figure 38 is a flowchart illustrating a relevant portion of control operations of the electronic control unit 580, that is, control operations for changing the EV region based on a response at the time of operating the CR clutch. The flowchart is, for example, repeatedly executed during the shift. Figure 38 has already been described in the seventh embodiment described above, so that its description is omitted.

As described above, according to the present embodiment, the EV drive region in the case where the response when operating the CR clutch is low is narrower than the EV drive region in the case where the response when operating the CR clutch is high, so that at engine starting time 512 a torque margin of MG2 Tm tends to be reserved (ie the Tmadd compensation torque that is generated by the second electric rotary machine MG2 tends to be booked).

[00407] Figure 65 is a view illustrating the schematic configuration of displacement devices of a vehicle 900 according to a twelfth embodiment of the invention. In Figure 65, vehicle 900 is a hybrid vehicle that includes the 512 engine, the first MG1 electric rotary machine, the second MG2 electric rotary machine, a 902 power transmission system and the 516 drive wheels. Power 902 includes the first MG1 electric rotary machine and the second MG2 electric rotary machine.

The power transmission system 902 is provided in the power transmission path between the motor 512 and the drive wheels 516. The power transmission system 902 includes a first power transmission unit 904, the second power transmission unit. power transmission 526, driven gear 530, driven shaft 532, final gear 534 (which has a smaller diameter than driven gear 530), differential gear 538, and the like, inside housing 522. driven gear 530 is in engagement with drive gear 528. Drive gear 528 is an output rotary member of the first power transmission unit 904. Drive gear 530 is fixed to driven shaft 532 so that it is relatively non-rotatable. The final gear 534 is fixed to the driven shaft 532 so as to be relatively non-rotating. Differential gear 538 is in gear with final gear 534 through differential ring gear 536. Power transmission system 902 includes axes 540 coupled to differential gear 538, and the like.

The first power transmission unit 904 is arranged coaxially with the input shaft 542 which is a rotatable input member of the first power transmission unit 904, and includes a second differential unit 906, a first differential unit. 908 and the CR clutch. Second differential unit 906 includes second planetary gear mechanism 848 (second differential mechanism) and first electric rotary machine MG1. First differential unit 908 includes first planetary gear mechanism 850 (first differential mechanism), clutch C1 and brake B1.

In the second differential unit 906, the first support CA1 is the fourth rotary element RE4 which is an input element coupled to the rotary output member of the first differential unit 908 (i.e., the second support CA2 of the first drive mechanism). 850), and serves as an input rotary member of the second differential unit 906. The first solar gear S1 is integrally coupled to the rotor shaft 552 of the first electric rotary machine MG1, and is the fifth rotary element RE5 which It is a reaction element in which the first electric rotary machine MG1 is coupled so that power is transferable. The first ring gear R1 is integrally coupled to drive gear 528, and is the sixth rotary element RE6 which is an output element coupled to drive wheels 516. The first ring gear R1 serves as a rotary output member of the second 906 differential unit.

In the first differential unit 908, the second solar gear S2 is the first rotary element RE1 which is integrally coupled to input shaft 542 and to which motor 512 is coupled via input shaft 542 so that power is transmissible. The second solar gear S2 serves as an input rotating member of the first differential unit 908. The second ring gear R2 is the third rotating element RE3 selectively coupled to housing 522 via brake B1. The second holder CA2 is the second rotary member RE2 coupled to the input rotating member of the second differential unit 906 (i.e., the first holder CA1 of the second planetary gear mechanism 848). The second bracket CA2 serves as a rotary output member of the first differential unit 908. The second sun gear S2 and the second bracket CA2 are selectively coupled together through clutch C1. The first solar gear S1 and the second ring gear R2 are selectively coupled together through the CR clutch. Thus, clutch C1 is the first coupling device that selectively couples the first rotary element RE1 to the second rotary element RE2. The CR clutch is the second coupling device that selectively couples the fifth rotary member RE5 to the third rotary member RE3. Brake B1 is the third coupling device that selectively engages the third rotatable member RE3 in housing 522 which is the non-rotating member.

The second planetary gear mechanism 848 is capable of serving as a power division mechanism that distributes the power of motor 512, inserted in the first bracket CA1, between the first electric rotary machine MG1 and the first ring gear R1 in a state where differential movement is allowed. Thus, the second differential unit 906 serves as a known electric differential unit (continuously variable electric transmission). That is, the second differential unit 906 is an electrical transmission mechanism in which the differential status of the second planetary gear mechanism 848 is controlled as a result of control over the operating status of the first MG1 electric rotary machine.

[00413] The first differential unit 908 is capable of establishing four states, namely a direct coupling state, an underdrive state, a neutral state, and an internal locking state, changing the operating status of clutch C1 and brake. B1 Specifically, when clutch C1 is engaged, the first differential unit 908 is placed in the direct coupling state where the rotary elements of the first planetary gear mechanism 850 rotate integrally. When brake B1 is engaged, the first differential unit 908 is placed in sub-gear state where the rotation speed of the second bracket CA2 is reduced from motor rotation speed Ne. When clutch C1 is released and brake B1 is released, the first differential unit 908 is placed in neutral state where differential movement of the first planetary gear mechanism 850 is allowed. When clutch C1 is engaged and brake B1 is engaged, the first differential unit 908 is placed in the internal lock state where the rotation of each of the rotary elements of the first planetary gear mechanism 850 stops.

The first power transmission unit 904 is capable of constituting a continuously variable electric transmission that operates at a power division ratio other than a power division ratio in the second differential unit 906. That is, in the first unit 904, in addition to the fact that the first bracket CA1 (fourth rotary element RE4) is coupled to the second bracket CA2 (second rotary element RE2), the first solar gear S1 (fifth rotary element RE5) is coupled to the second gear of ring R2 (third rotary element RE3) coupling clutch CR. As a result, the second differential unit 906 and the first differential unit 908 constitute a differential mechanism, the second differential unit 906 and the first differential unit 908 as a whole are allowed to serve with a continuously variable electric transmission operating at a power split ratio different from the power split ratio of the second differential unit 906 alone.

In the first power transmission unit 904, the first differential unit 908 and the second differential unit 906 by which the four states are established are coupled together, and vehicle 900 is capable of achieving a plurality of modes. (described later) in synchronization with a change in the operating status of the CR clutch.

In the thus configured first power transmission unit 904, the power of the motor 512 and the power of the first electric rotary machine MG1 are transmitted from the drive gear 528 to the driven gear 530. Therefore, the motor 512 and the first electric rotary machine MG1 are coupled to the drive wheels 516 through the first power transmission unit 904 so that the power is transmissible.

In the second power transmission unit 526, the power of the second electric rotary machine MG2 is transmitted to the driven gear 530 without passing through the first power transmission unit 904. Therefore, the second electric rotary machine MG2 is coupled to the drive wheels 516 so that power is transferable without passing through the first power transmission unit 904. That is, the second electric rotary machine MG2 is an electric rotary machine coupled to the 540 axes which are the rotary output members of the system. 902 so that power is transmissible without passing through the first power transmission unit 904.

[00418] The thus configured power transmission system 902 is suitably used for an FF vehicle. In power transmission system 902, engine power 512, the power of the first MG1 electric rotary machine or the power of the second MG2 electric rotary machine is transmitted to driven gear 530, and is transmitted from driven gear 530 to power wheels. drive 516 through final gear 534, differential gear 538, axes 540, and the like sequentially. In vehicle 900, engine 512, first power transmission unit 904 and first electric rotary machine MG1 are arranged along the different geometric axis from the geometric axis along which the second electric rotary machine MG2 is arranged, so that the axial length is reduced.

Vehicle 900 includes the electronic control unit 580 which includes a controller that controls the displacement devices. Vehicle 900 further includes the power control unit 518, the battery unit 520, the hydraulic control circuit 554, the mechanical oil pump (not shown), and the like.

The driving modes that are allowed to be performed by vehicle 900 will be described with reference to Figure 66, and Figure 67 to Figure 74. Figure 66 is an operating coupling graph showing the operating status of each of the vehicle. clutch C1, brake B1 and clutch CR in each drive mode. The circle mark, a void, a triangle mark, "G" and "M" in the graph of Fig. 66 are the same as those of Fig. 52 according to the tenth embodiment described above, so that the description is omitted. As shown in Figure 66, vehicle 900 is capable of selectively executing an EV trigger mode and an HV trigger mode as a trigger mode.

Figure 67 through Figure 74 are nomograms which relatively show the rotational speeds of rotary elements RE1 to RE6 on the second planetary gear mechanism 848 and the first planetary gear mechanism 850. In these nomograms, the vertical lines Y1 to Y4 represent the rotational speeds of the rotating elements. In left-hand order when facing in the direction of the sheet, the vertical line Y1 represents the rotation speed of the first solar gear S1 which is the fifth rotary element RE5 coupled to the first electric rotary machine MG1 and the rotation speed of the second ring gear R2 which is the third rotary element RE3 which is selectively coupled to housing 522 via brake B1, the vertical line Y2 represents the rotation speed of the first support CA1 which is the fourth rotary element RE4 and the rotation speed of the second support CA2 is the second rotary element RE2, the first support CA1 and the second support CA2 being coupled together, the vertical line Y3 represents the rotational speed of the first ring gear R1 which is the sixth rotary element RE6 coupled to the drive gear 528. , and the vertical line Y4 represents the rotation speed of the second solar gear S1 which is the first rotary element RE1. coupled to the 512 engine. Several marks, ie an open square mark, an open circle mark, an open rhomb mark, a solid circle mark, a solid rhomb mark, an arrow, C1 clutch, continuous line and dashed line, are the same as those of Figure 53 through Figure 60 of the tenth embodiment described above, so that the description is omitted.

[00422] Figure 67 is an EV mode nomogram of a motor. As shown in Figure 66, an engine's EV mode is achieved in a state where all clutch C1, brake B1 and clutch CR are released. Hybrid control unit 582 for 512 engine operation, and emits torque of MG2 Tm to propel vehicle 900 from second MG2 electric rotary machine. Figure 67 shows a case at a time when vehicle 900 moves forward in a state where the second electric rotary machine MG2 rotates in the positive direction (i.e. the direction of rotation of the first ring gear R1 at the moment when vehicle 900 moves forward) to emit a positive torque. At the moment when vehicle 900 moves backwards, the second electric rotary machine MG2 is rotated in the reverse direction in contrast to the operation at the moment when vehicle 900 moves forward. When the engine brake is additionally used, as shown in Figure 66, clutch C1 or CR clutch is engaged (see engine brake is additionally used in one engine EV mode). The engine brake is allowed to operate by engaging brake B1.

[00423] Figure 68 is a two-motor EV mode nomogram. As shown in Figure 66, two-engine EV mode is achieved in a state where clutch C1 and brake B1 are engaged and clutch CR is released. Hybrid control unit 582 for engine operation 512, and causes first electric rotary machine MG1 and second electric rotary machine MG2 to output MG1 Tg torque and MG2 Tm torque to propel vehicle 900. Figure 68 shows a case at a time when vehicle 900 moves forward in a state where the second electric rotary machine MG2 rotates in the positive direction to emit a positive torque and the first electric rotary machine MG1 rotates in the negative direction to emit a negative torque. At the moment when vehicle 900 moves backwards, the first electric rotary machine MG1 and the second electric rotary machine MG2 are rotated in the opposite direction in contrast to the operation at the moment when vehicle 900 moves forward.

[00424] Figure 69 is a nomogram at the moment when vehicle 900 shifts forward in HV O / D mode in HV drive mode, and shows a low gear entry case where engine RPM speed Ne It is reduced in speed and inserted into the components that achieve the function of continuously variable electric transmission. Figure 70 is a nomogram at the moment when vehicle 900 moves forward in HV O / D mode in HV drive mode, and shows a high gear entry case where engine RPM Ne is entered at a constant speed in the components that achieve the function of continuously variable electric transmission. Figure 71 is a nomogram at the moment when vehicle 900 shifts backwards in HV O / D mode in HV drive mode, and shows a high gear entry case where engine RPM Ne is entered at a constant speed in the components that achieve the function of continuously variable electric transmission. As shown in Figure 66, the low idle input in O / D HV mode (hereafter referred to as O / D HV Lo mode) is achieved in a state where brake B1 is engaged and clutch C1 and CR clutch are released. As shown in Figure 66, the high gear input in O / D HV mode (hereinafter referred to as O / D HV Hi mode) is achieved in a state where clutch C1 is engaged and brake B1 and CR clutch are released. In HV Lo O / D mode, clutch C1 is released and brake B1 is engaged, and the first differential unit 908 is submarked so that engine power 512 is transmitted to the first bracket CA1. coupled to the second bracket CA2 in a state where motor rotation speed Ne is reduced. On the other hand, in HV Hi O / D mode, clutch C1 is engaged and brake B1 is released, and the first differential unit 908 is placed in direct coupling state, so that engine power 512 is transmitted. to the first bracket CA1 coupled to the second bracket CA2 in a state where motor rotation speed Ne remains unchanged. In addition, in HV O / D mode, the CR clutch is released, so that the second differential unit 906 alone constitutes a continuously variable electric transmission. Thus, the first power transmission unit 904 is capable of distributing the power of motor 512, inserted in the first bracket CA1, between the first solar gear S1 and the first ring gear R1. That is, in the first power transmission unit 904, direct motor torque is mechanically transmitted to the first ring gear R1 providing a reaction force against motor torque Te which is inserted into the first bracket CA1 with the utilization of the first electric rotary machine MG1, and the electric power generated by the first electric rotary machine MG1 using motor power 512, distributed to the first electric rotary machine MG1, is transmitted to the second electric rotary machine MG2 via a predetermined electrical path. . Hybrid control unit 582 causes motor 512 to operate, causes torque of MG1 Tg which is a reaction torque against motor torque Te to be emitted through power generation of the first MG1 electric rotary machine, and makes that the torque of MG2 Tm is emitted from the second electric rotary machine MG2 using the electrical energy generated by the first electric rotary machine MG1. Figure 69 shows a case at a time when vehicle 900 is moving forward in a state where the second electric rotary machine MG2 is emitting a positive torque in the positive direction. At the moment when vehicle 900 moves backwards, the second electric rotary machine MG2 is rotated in the reverse direction in contrast to the operation at the moment when vehicle 900 moves forward. Figure 70 shows a case at a time when vehicle 900 moves forward in a state where the second electric rotary machine MG2 rotates in the positive direction to emit a positive torque. Figure 71 shows a case at a time when vehicle 900 moves backwards in a state where the second electric rotary machine MG2 rotates in the negative direction to emit a negative torque.

[00425] Figure 72 is a HV U / D mode nomogram in HV trigger mode. As shown in Figure 66, the U / D HV mode is achieved in a state where clutch C1 and brake B1 are released and clutch CR is engaged. In HV U / D mode, the second differential unit 906 and the first differential unit 908 as a whole constitute a continuously variable electric transmission operating at a power division ratio different from the power division ratio of the second unit. 906 differential alone. Thus, the first power transmission unit 904 is capable of distributing the power of the motor 512 which is inserted into the second solar gear S2 between the first solar gear S1 and the first ring gear R1. That is, in the first power transmission unit 904, direct motor torque is mechanically transmitted to the first ring gear R1 providing a reaction force against motor torque Te which is inserted into the second solar gear SS with The use of the first electric rotary machine MG1, and the electric power generated by the first electric rotary machine MG1 using motor power 512, distributed to the first electric rotary machine MG1, is transmitted to the second electric rotary machine MG2 via an electric path. predetermined. Hybrid control unit 582 causes motor 512 to operate, causes torque of MG1 Tg which is a reaction torque against motor torque Te to be emitted through power generation of the first MG1 electric rotary machine, and makes that the torque of MG2 Tm is emitted from the second electric rotary machine MG2 using the electrical energy generated by the first electric rotary machine MG1. Figure 72 shows a case at a time when vehicle 900 moves forward in a state where the second electric rotary machine MG2 rotates in the positive direction to emit a positive torque. At the moment when vehicle 900 moves backwards, the second electric rotary machine MG2 is rotated in the reverse direction in contrast to the operation at the moment when vehicle 900 moves forward.

As described with reference to Figure 69 through Figure 72, the O / D HV mode and the U / D HV mode differ from each other in the rotary element, to which the engine power 512 is inserted, into the components. which achieve the function of continuously variable electric transmission, so that the O / D HV mode and the U / D HV mode differ from each other in the power split ratio at the time when the first 904 power transmission unit is designed to serve as the continuously variable electric transmission. Direct motor torque in O / D HV mode is reduced from motor torque Te. On the other hand, the direct motor torque in U / D HV mode is increased from the motor torque Te. In the present embodiment, the second differential unit 906 alone constitutes the continuously variable electric transmission in HV O / D mode (see Figure 69 through Figure 71). Thus, when the differential status of the second differential unit 906 is controlled as a result of control over the operating status of the first MG1 electric rotary machine in a state where clutch C1 is engaged and CR clutch is released, reduced torque is reduced. of motor torque Te is mechanically transmitted to the first ring gear R1.

[00427] Figure 73 is a fixed run mode nomogram in HV drive mode, and shows a case of direct coupling where the rotary elements of the second differential unit 906 and the first differential unit 908 are integrally rotated. As shown in Figure 66, direct coupling fixed travel mode is achieved in a state where clutch C1 and clutch CR are engaged and brake B1 is released. Thus, the first power transmission unit 904 is capable of directly emitting engine power 512 from the first ring gear R1. The 582 hybrid control unit causes engine 512 to emit engine torque Te to propel vehicle 900. Thus, the 582 hybrid control unit is allowed to not only cause engine torque to be emitted but also to cause that at least one of the first MG1 electric rotary machine and the second MG2 electric rotary machine emits a torque to propel vehicle 900.

[00428] Figure 74 is a fixed gear mode nomogram in HV drive mode, and shows a sub-gear (U / D) case where engine speed 512 is reduced in speed and output from the first ring gear R1. . As shown in Figure 66, U / D in fixed travel mode (hereafter referred to as U / D fixed travel mode) is achieved in a state where brake B1 and clutch CR are coupled and clutch C1 is released. In U / D fixed travel mode, the CR clutch is engaged, so that the second differential unit 906 and the first differential unit 908 constitute a differential mechanism. In addition, in fixed U / D travel mode, brake B1 is engaged and clutch C1 is released, so that the first differential unit 908 is placed in sub-gear state. Thus, in the first power transmission unit 904, the engine speed 512, which is inserted into the second solar gear S2, is reduced in speed and emitted from the first ring gear R1. The 582 hybrid control unit causes engine 512 to emit engine torque Te to propel vehicle 900. Thus, the 582 hybrid control unit is allowed to not only cause engine torque to be emitted but also to cause that the second electric rotary machine MG2 emits a torque to propel the vehicle 900. The fixed U / D travel mode is advantageous at, for example, mountain climbing, towing, or the like.

[00429] Hybrid Control Unit 582 determines which drive mode to set by applying vehicle speed V and vehicle load (eg required drive torque) on the drive mode change map as shown in Figure 30 or Figure 31 of the sixth embodiment described above. When the drive mode determined is the current drive mode, the 582 hybrid control unit maintains the current drive mode. When the determined drive mode is different from the current drive mode, the 582 hybrid control unit sets the determined drive mode instead of the current drive mode. In the present embodiment, in the region of each of the direct coupled fixed travel modes shown in Figure 30 and Figure 31, a low speed vehicle side region may be adjusted for the U / D fixed travel region.

[00430] Power transmission shift unit 584 controls coupling operations (operating status) of clutch C1, brake B1 and CR clutch based on the drive mode set by hybrid control unit 582. power transmission shift 584 outputs the hydraulic control command signal Sp to engage and / or release each of clutch C1, brake B1, and CR clutch in hydraulic control circuit 554 to allow power transmission to travel in the drive mode set by the 582 hybrid control unit.

When engine 512 is started in an engine's EV mode, electronic control unit 580 sets clutch C1, CR clutch or brake B1 to a coupled state, and in this state ignites fuel while increasing engine speed Ne with the use of the first MG1 electric rotary machine as required. In such a motor start, the electronic control unit 580 further causes the second electric rotary machine MG2 to emit the Tmadd compensation torque as a reaction force cancellation torque.

In vehicle 900 according to the present embodiment, as in the case of vehicles 810 of the eleventh and eleventh embodiments described above, there is a concern that the second electric rotary machine MG2 cannot sufficiently compensate for a drop in drive torque and As a result, it is not possible to reduce a shock at engine starting time. In contrast, on vehicle 900 according to the present embodiment, as with vehicles 810 of the eleventh and eleventh embodiments described above, the CR clutch coupling motor starter is performed, and the torque of MG1 Tg (negative torque) is issued via MG1 assistance to provide Tmadd compensation torque. That is, the control operations of the electronic control unit 580, shown in the tenth and eleventh embodiments described above, are permitted to be applied to vehicle 900 in accordance with the present embodiment. Thus, according to the present embodiment, advantageous effects similar to those of the eleventh and eleventh embodiments described above are obtained.

[00433] Figure 75 is a view illustrating the schematic configuration of displacement devices of a vehicle 1000 according to a thirteenth embodiment of the invention. In Figure 75, vehicle 1000 is a hybrid vehicle that includes engine 512, the first electric rotary machine MG1, the second electric rotary machine MG2, a power transmission system 1002 and the drive wheels 516. Power 1002 includes the first MG1 electric rotary machine and the second MG2 electric rotary machine.

The power transmission system 1002 is provided in the power transmission path between the motor 512 and the drive wheels 516. The power transmission system 1002 includes a first power transmission unit 1004, the second power transmission unit. power transmission 526, driven gear 530, driven shaft 532, final gear 534 (which has a smaller diameter than driven gear 530), differential gear 538, and the like, inside housing 522. driven gear 530 is in engagement with drive gear 528. Drive gear 528 is an output rotary member of the first power transmission unit 1004. Drive gear 530 is fixed to driven shaft 532 so that it is relatively non-rotatable. The final gear 534 is fixed to the driven shaft 532 so as to be relatively non-rotating. Differential gear 538 is in engagement with final gear 534 through differential ring gear 536. Power transmission system 1002 includes axles 540 coupled to differential gear 538 and the like.

The first power transmission unit 1004 is arranged coaxially with the input shaft 542 which is a rotatable input member of the first power transmission unit 1004, and includes the second differential unit 844, a first differential unit. 1006 and the CR clutch. The second differential unit 844 includes the second planetary gear mechanism 848 (second differential mechanism) and the first electric rotary machine MG1. First differential unit 1006 includes first planetary gear mechanism 850 (first differential mechanism), clutch C1 and brake B1.

In the second differential unit 844, the first support CA1 is the fourth rotary element RE4 which is an input element coupled to the rotary output member of the first differential unit 1006 (i.e., the second ring gear R2 of the first planetary gear mechanism 850), and serves as an input rotary member of the second differential unit 844. The first solar gear S1 is integrally coupled to a rotor shaft 552 of the first electric rotary machine MG1, and is the fifth rotary element RE5 which It is a reaction element in which the first electric rotary machine MG1 is coupled so that power is transferable. The first ring gear R1 is integrally coupled to the drive gear 528, and is the sixth rotary element RE6 which is an output element coupled to the drive wheels 516. The first ring gear R1 serves as a rotary output member. of the second differential unit 844.

In the first differential unit 1006, the second solar gear S2 is the first rotary element RE1 which is integrally coupled to input shaft 542 and to which motor 512 is coupled via input shaft 542 so that power is transmissible. The second solar gear S2 serves as an input rotating member of the first differential unit 1006. The second bracket CA2 is the third rotary element RE3 selectively coupled to housing 522 via brake B1. The second ring gear R2 is the second rotary element RE2 coupled to the input rotary member of the second differential unit 844 (i.e. the first support CA1 of the second planetary gear mechanism 848). The second ring gear R2 serves as an output rotating member of the first differential unit 1006. The second solar gear S2 and the second support CA2 are selectively coupled together through clutch C1. The first ring gear R1 and the second bracket CA2 are selectively coupled together through the CR clutch. Thus, clutch C1 is the first coupling device that selectively couples the first rotary element RE1 to the third rotary element RE3. The CR clutch is the second coupling device that selectively couples the sixth rotary element RE6 to the third rotary element RE3. Brake B1 is the third coupling device that selectively engages the third rotatable member RE3 in housing 522 which is the non-rotating member.

The first power transmission unit 1004 differs from the first power transmission unit 824 of vehicle 810 according to the tenth embodiment described above in the member arrangement, but the coupling relationship between the elements is the same except that the rotary elements of first differential unit 1006, which are selectively coupled together by clutch C1, are different from rotary elements of first differential unit 846 of vehicle 810, which are selectively coupled together by clutch C1. In the coupled state of clutch C1 in the first differential unit 1006, as well as the coupled state of clutch C1 in the first differential unit 846, the first differential unit 1006 is placed in the direct coupled state where the rotating elements of the first gear mechanism planetary 850 are integrally rotated. For this reason, the first differential unit 1006, as well as the first differential unit 846, is capable of establishing four states, that is, a direct coupling state, a motor 512 reverse speed change state, a neutral state and an internal lock state, changing the operating status of clutch C1 and brake B1. The first power transmission unit 1004, as well as the first power transmission unit 824, is capable of constituting a continuously variable electric transmission operating at a power division ratio other than a power division ratio at the second power unit. Therefore, in the first power transmission unit 1004, as well as the first power transmission unit 824, the first differential unit 1006 and the second differential unit 844 by which the four states are established are coupled together. , and vehicle 1000, like vehicle 810, is capable of achieving a plurality of drive modes in sync with a change in the operating status of clutch CR.

In the thus configured first power transmission unit 1004, motor power 512 and power of the first electric rotary machine MG1 are transmitted from drive gear 528 to driven gear 530. Therefore, motor 512 and The first electric rotary machine MG1 are coupled to the drive wheels 516 through the first power transmission unit 1004 so that the power is transferable.

In the second power transmission unit 526, the power of the second electric rotary machine MG2 is transmitted to the driven gear 530 without passing through the first power transmission unit 1004. Therefore, the second electric rotary machine MG2 is coupled to the drive wheels 516 so that power is transferable without passing through the first power transmission unit 1004. That is, the second electric rotary machine MG2 is an electric rotary machine coupled to the 540 axes which are the rotary output members of the system 1002 so that the power is transmissible without passing through the first power transmission unit 1004.

[00441] The thus configured power transmission system 1002 is suitably used for an FF vehicle. In power transmission system 1002, engine power 512, the power of the first MG1 electric rotary machine or the power of the second MG2 electric rotary machine is transmitted to driven gear 530, and is transmitted from driven gear 530 to power wheels. drive 516 through final gear 534, differential gear 538, axes 540, and the like sequentially. In vehicle 1000, the engine 512, the first power transmission unit 1004 and the first electric rotary machine MG1 are arranged along the different geometry axis than the geometric axis along which the second electric rotary machine MG2 is arranged so that the axial length is reduced.

Vehicle 1000 includes the electronic control unit 580 which includes a controller that controls the displacement devices. Vehicle 1000 further includes power control unit 518, battery unit 520, hydraulic control circuit 554, mechanical oil pump (not shown), and the like.

Vehicle 1000 is capable of selectively executing an EV triggering mode and an HV triggering mode as a triggering mode. Each drive mode that is allowed to run on vehicle 1000 and the coupling devices operating status in each drive mode are the same as each drive mode and coupling devices operating status, shown in the graph in Figure 52. of the tenth modality described above. Since clutch C1 according to the present embodiment selectively couples second sun gear S2 to second support CA2, nomograms corresponding to the drive modes are the same as the nomograms obtained by replacing clutch C1 arranged to engage second support CA2 ( third rotating element RE3) on the second ring gear R2 (second rotating element RE2) with clutch C1 arranged to engage the second solar gear S2 (first rotating element RE1) on the second support CA2 (third rotating element RE3) in the nomograms of the Figure 53 through Figure 60 of the tenth embodiment described above. Thus, the nomograms in the present embodiment are not shown, and the description with reference to the nomograms is omitted.

The control operations of the electronic control unit 580, shown in the eleventh and eleventh embodiments described above, are permitted to be applied to vehicle 1000 in accordance with the present embodiment. Thus, according to the present embodiment, advantageous effects similar to those of the eleventh and eleventh embodiments described above are obtained.

The thirteenth to thirteenth embodiments of the invention are described in detail with reference to the accompanying drawings; however, the invention is applicable to other embodiments.

For example, in the above described embodiments, as shown in the flow chart of Figure 63, the MG1 assisted CR clutch coupling motor starter or normal motor starter is selected and executed based on whether the Tmadd trim torque which is generated by the second electric rotary machine MG2 is insufficient, and the operating oil temperature THoil; however, the invention is not limited to this configuration. For example, a mode in which the engine starting method is changed based on whether the Tmadd compensation torque is insufficient or the THoil operating oil temperature may be employed or a mode in which the engine is constantly switched on via engine starting. MG1-assisted CR clutch coupling motor can be employed. In these embodiments, S10, S20, S40 in the flow chart of Fig. 63 are omitted as required. When the CR clutch is configured to change its operating status depending on electrical power, whether to perform the CR clutch coupling motor start can be determined based on the status of an electrical supply source. In this mode, the flowchart steps of Figure 63 can be changed as needed.

In the embodiments described above, each of the second differential units 844, 906 includes a second single pinion planetary gear mechanism 848 in which the first support CA1 is the fourth rotary element RE4, the first solar gear S1 is the fifth. rotary element RE5 and the first ring gear R1 is the sixth rotary element RE6; however, the invention is not limited to this configuration. For example, each of the second differential units 844, 906 may include a second single pinion planetary gear mechanism in which the first support CA1 is the fourth rotary element RE4, the first ring gear R1 is the fifth rotary element RE5 and The first solar gear S1 is the sixth rotary element RE6. In such a case, for example, in the noograms of Figure 53 through Figure 60 of the tenth embodiment described above, the first solar gear S1 and the first ring gear R1 are interchanged with each other. In summary, each of the second differential units 844, 906 need only include a single pinion planetary gear mechanism in which one of the first solar gear S1 and the first ring gear R1 is the fifth rotary element RE5, the other is the sixth rotary element RE6 and first support CA1 is the fourth rotary element RE4. Each of the second differential units 844, 906 may include a dual pinion planetary gear mechanism instead of a second single pinion planetary gear mechanism. In the case of a double pinion planetary gear mechanism, one of the solar gear and the bracket is the fifth rotating element, the other is the sixth rotating element, and the ring gear is the fourth rotating element.

In the embodiments described above, each of the vehicles 810, 900, 1000 includes brake B1. Instead, brake B1 does not always need to be provided. Even when each of the 810, 900, 1000 vehicles does not include brake B1, each of the 810, 900, 1000 vehicles is capable of selectively setting an engine's EV mode or HV drive mode, and is capable of Switch the control mode between O / D HV mode and U / D HV mode in HV trigger mode. In summary, provided a vehicle includes engine 512, second differential unit 844, 906, first differential unit 846, 908, 1006, and second electric rotary machine MG2 coupled to drive wheels 516 so that power is transmissible, the invention is permitted if applied to the vehicle. Drive wheels W2 to which the second electric rotary machine MG2 is coupled so that power is transferable do not always need to be the same as drive wheels 516 to which the sixth rotary element of the second differential unit 844, 906 is coupled. so that the power is transmissible. For example, one of the front wheel pair and the rear wheel pair may be the drive wheels 516, and the other may be the drive wheels W2. In such a case, the drive wheels 516 and the drive wheel W2 are the drive wheels, and the sixth rotary element and the second electric rotary machine MG2 are coupled to the drive wheels together so that power is transferable. The invention is described using power transmission systems 814, 902, 1002 which are respectively suitably used for FF 810, 900, 1000 vehicles; however, the invention is also applicable to a power transmission system that is used for a vehicle of another system, such as an FR system and an RR system.

[00449] The above described embodiments are illustrative only, and may be implemented in ways that include various modifications or enhancements based on the knowledge of persons skilled in the art.

Claims (28)

1. Power transmission system (TM1 to TM5, 514, 602, 702, 814, 902, 1002) for transmitting power from a motor (1, 512), the power transmission system comprising: first differential mechanism (10, 550, 710, 850) connected to the engine; first differential mechanism including a first rotary element, a second rotary element and a third rotary element, the first rotary element being connected to the engine; a second differential mechanism (20, 548, 848) including a fourth rotary element, a fifth rotary element and a sixth rotary element, the fourth rotary element being connected to the second rotary element of the first differential mechanism, the fifth rotary element being connected to a first electric rotary machine (MG1), the sixth rotary element being an output element; a first coupling unit (CL1, BL1, C1, B1) which is at least one of a coupling unit configured to releasably couple two of the first rotary element, the second rotary element and the third rotary element together and a coupling unit configured to releasably couple the third rotatable element to a stationary element; and a second coupling unit (CLr, CR) configured to releasably couple the third rotary element of the first differential mechanism to one of the fifth rotary element and the sixth rotary element of the second differential mechanism. Power transmission system according to claim 1, characterized in that each of the first differential mechanism and the second differential mechanism is a planetary gear mechanism, the first rotating element is a solar gear (11), second rotary element is a support (14), the third rotary element is a ring gear (13), the fourth rotary element is a support (24), the fifth rotary element is a solar gear (21), the sixth rotary element is a ring gear (23), the first coupling unit includes a coupling unit configured to releasably couple the first rotary element to the second rotary element and a coupling unit configured to releasably couple the third rotary element to the element stationary, and the second coupling unit is configured to releasably couple the third rotary element to the fifth rotary element. Power transmission system according to claim 1, characterized in that each of the first differential mechanism and the second differential mechanism is a planetary gear mechanism, the first rotating element is a solar gear (11), second rotary element is a ring gear (13), the third rotary element is a support (14), the fourth rotary element is a support (24), the fifth rotary element is a solar gear (21), the sixth rotary element is a ring gear (23), the first coupling unit includes a coupling unit configured to releasably engage the first rotary member with the third rotary member and a coupling unit configured to releasably engage the third rotary member to the stationary element, and the second coupling unit is configured to releasably couple the third rotatable element to the sixth rotatable element The. Power transmission system according to claim 1, characterized in that each of the first differential mechanism and the second differential mechanism is a planetary gear mechanism, the first rotating element is a solar gear (11), the second rotating element is a ring gear (13), the third rotating element is a support (14), the fourth rotating element is a ring gear (23), the fifth rotating element is a solar gear (21), the sixth rotating element is a support (24), the first coupling unit includes a coupling unit configured to releasably engage the first rotary element to the third rotary element and a coupling unit configured to releasably coupling the third rotary element to the stationary element, and the second coupling unit is configured to releasably couple the third rotary element to the sixth rotary element. Power transmission system according to claim 1, characterized in that each of the first differential mechanism and the second differential mechanism is a planetary gear mechanism, the first rotating element is a support (14), the second rotating element is a solar gear (11), the third rotating element is a ring gear (13), the fourth rotating element is a solar gear (21), the fifth rotating element is a ring gear (23), the sixth rotating element is a support (24), the first coupling unit includes a coupling unit configured to releasably engage the first rotary element to the third rotary element and a coupling unit configured to releasably coupling the third rotary element to the element stationary, and the second coupling unit is configured to releasably couple the third rotary member to the fifth rotary member . Power transmission system according to claim 1, characterized in that each of the first differential mechanism and the second differential mechanism is a planetary gear mechanism, the first rotating element is a ring gear (13), the second rotating element is a solar gear (11), the third rotating element is a support (14). the fourth rotary element is a solar gear (21), the fifth rotary element is a ring gear (23), the sixth rotary element is a support (24), the first coupling unit includes a coupling unit configured for releasable coupling the first rotating element to the third rotating element and a coupling unit configured to releasably coupling the third rotary element to the stationary element, and the second coupling unit is configured to releasably coupling the third rotary element to the fifth rotating element. Power transmission system according to any one of claims 1 to 6, characterized in that where a power division ratio in which a motor power is distributed between the fifth rotating element and the sixth rotating element in a The state where the first coupling unit is coupled and the second coupling unit is not coupled is a first power division ratio and a power division ratio in which engine power is distributed between the fifth rotary element and the sixth element. rotary in a state where the second coupling unit is coupled and the first coupling unit is not coupled is a second power split ratio, the first power split ratio is different from the second power split ratio. Vehicle characterized in that it comprises: the power transmission system as defined in claim 1; the first electric rotary machine from which an operating status is controlled to control a differential status of the second differential mechanism, an increased torque of a motor torque being mechanically transmitted to the sixth rotary element when the differential status of the second differential mechanism is controlled in a state where the first coupling unit is coupled and the second coupling unit is released; the motor coupled to the first rotary element so that power is transmissible; a drive wheel (516) coupled to the sixth rotary element; a second electric rotary machine (MG2) coupled to the drive wheel so that power is transmissible; and an electronic control unit (580) configured to, when the engine is started, operate the second coupling unit of a released state toward a coupled state in a state where the first coupling unit is coupled. Vehicle according to claim 8, characterized in that the electronic control unit is configured to, when the engine is started, output a torque from the first electric rotary machine such that a drop in the output torque of the wheel drive is reduced. Vehicle according to claim 9, characterized in that the electronic control unit is configured to, when the engine is started, output a torque from each of the first electric rotary machine and the second electric rotary machine so that a drop in a drive wheel output torque is reduced. Vehicle according to Claim 9 or 10, characterized in that the electronic control unit is configured to adjust a torque which is emitted from the first electric rotary machine to a predetermined value or less. Vehicle according to any one of claims 9 to 11, characterized in that the electronic control unit is configured to reduce a torque that is emitted from the first electric rotary machine as a vehicle travel load reduces. Vehicle according to any one of claims 9 to 12, characterized in that the electronic control unit is configured to emit from the first electric rotary machine a torque by which a torque from the second electric rotary machine is insufficient. to a torque to reduce a drop in a drive wheel output torque. Vehicle according to any one of claims 9 to 13, characterized in that the electronic control unit is configured to, when the engine is started, emits a torque from the first electric rotary machine under a return control so that a motor rotation speed varies over a target value. Vehicle according to any one of claims 8 to 14, characterized in that the electronic control unit is configured to perform, when the controllability at the time of operating the second coupling unit is higher than a predetermined criterion, to perform a motor start control to operate the second released coupling unit in the direction of the coupled state in a state where the first coupling unit is coupled, and the electronic control unit is set to when controllability at the time of operation the second coupling unit is lower than the predetermined criterion, perform a motor start control to increase an engine speed by using the first electric rotary machine in a state where the first coupling unit is coupled and the second coupling unit is released. Vehicle according to claim 15, characterized in that the electronic control unit is configured to narrow a motor drive region in the case where the controllability at the time of operating the second coupling unit is lower than that the predetermined criterion compared to a motor drive region in the case where the controllability at the time of operating the second coupling unit is higher than the predetermined criterion, and the motor drive is a drive mode in which the vehicle travels using the second electric rotary machine as a source of drive power in a state where engine operation is stopped. Vehicle according to Claim 15 or 16, characterized in that the electronic control unit is configured for at least one of when the operating oil temperature for operating the second coupling unit is higher than one. predetermined oil temperature and when the operating oil temperature is lower than a second predetermined oil temperature that is higher than the predetermined oil temperature, determine that the controllability at operating the second coupling unit is more higher than the predetermined criterion. Vehicle according to any one of claims 8 to 17, characterized in that the second differential mechanism includes the single pinion planetary gear mechanism of which one is a solar gear (S1) and a ring gear (R1). it is the fourth rotating element, the other of the solar gear and the ring gear is the fifth rotating element and a bracket (CA1) is the sixth rotating element. Vehicle characterized in that it comprises: the power transmission system according to claim 1; the first electric rotary machine from which an operating status is controlled to control a differential status of the second differential mechanism; the motor coupled to the first rotary element so that power is transmissible; a drive wheel (516) coupled to the sixth rotary element; a second electric rotary machine (MG2) coupled to the drive wheel so that power is transmissible; and an electronic control unit (580) configured for when the engine is started, operating the second coupling unit of a released state toward a coupled state in a state where the first coupling unit is coupled, and when the engine is started. switched on emits a torque from the first electric rotary machine so that a drop in an output torque of the drive wheel is reduced. Vehicle according to claim 19, characterized in that the electronic control unit is configured to, when the engine is started, output a torque from each of the first electric rotary machine and the second electric rotary machine such that a drop in a drive wheel output torque is reduced. Vehicle according to Claim 19 or 20, characterized in that the electronic control unit is configured to adjust a torque which is emitted from the first electric rotary machine to a predetermined value or less. Vehicle according to any one of claims 19 to 21, characterized in that the electronic control unit is configured to reduce a torque that is emitted from the first electric rotary machine as a vehicle travel load decreases. Vehicle according to any one of claims 19 to 22, characterized in that the electronic control unit is configured to emit from the first electric rotary machine a torque by which a torque from the second electric rotary machine is insufficient for a torque to reduce a drop in a drive wheel output torque. Vehicle according to any one of claims 19 to 23, characterized in that the electronic control unit is configured to, when the engine is started, output a torque from the first electric rotary machine under a return control so that a motor rotation speed varies over a target value. Vehicle according to any one of claims 19 to 24, characterized in that the electronic control unit is configured to perform a motor start control to operate the second released coupling unit in the direction of the coupled state in a state where the first coupling unit is coupled when controllability at the time of operating the second coupling unit is higher than a predetermined criterion, and perform engine start control to increase engine speed by using the first electric rotary machine in a state where the first coupling unit is coupled and the second coupling unit is released when controllability at the time of operating the second coupling unit is lower than the predetermined criterion. Vehicle according to claim 25, characterized in that the electronic control unit is configured to narrow a motor drive region in the case where the controllability at the time of operating the second coupling unit is lower than that the predetermined criterion compared to a motor drive region in the case where the controllability at the time of operating the second coupling unit is higher than the predetermined criterion, and the motor drive is a drive mode in which the vehicle travels using the second electric rotary machine as a source of drive power in a state where engine operation is stopped. Vehicle according to Claim 25 or 26, characterized in that the electronic control unit is configured for at least one of when the operating oil temperature for operating the second coupling unit is higher than one. predetermined oil temperature and when the operating oil temperature is lower than a second predetermined oil temperature that is higher than the predetermined oil temperature, determine that the controllability at operating the second coupling unit is more higher than the predetermined criterion. Vehicle according to any one of claims 19 to 27, characterized in that the second differential mechanism includes a single pinion planetary gear mechanism of which one of a solar gear (S1) and a ring gear (R1) it is the fourth rotating element, the other of the solar gear and the ring gear is the fifth rotating element and a bracket (CA1) is the sixth rotating element.