JP2003161181A - Operation method for driving structure of hybrid vehicle provided with transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To further facilitate the stop control of an internal combustion engine in the vehicle operation by the driving structure of a hybrid vehicle with a transmission, and also to suppress the occurrence of shock or vibration caused by the rapid change of torque at engine stop. <P>SOLUTION: In this hybrid vehicle-driving structure, the output shaft of the internal combustion engine 1 is connected to a first motor generator 8 and a wheel driving shaft 11 via a power transfer mechanism 3, a second motor generator 12 is connected to the wheel driving shaft, and a transmission 100 is provided at the side near the engine away from the connection part of the second motor generator on the halfway driving shaft. In the operation of the structure, when the engine is stopped, the torque transmittance between the input and output shafts of the transmission is cut out prior to engine stop. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of operating a hybrid vehicle drive structure in which wheels are driven by a combination of an internal combustion engine and an electric motor.

[0002]

2. Description of the Related Art In recent years, hybrid vehicles in which wheels are driven by a combination of an internal combustion engine and an electric motor have been in the limelight in recognition of the increasing importance of environmental protection and fuel resource saving. . When driving the wheels of an automobile, which require various combinations of rotational speed and driving torque, by an internal combustion engine and an electric motor, various driving modes may be possible. Originally, it was driven exclusively by an internal combustion engine, and hybrid vehicles in the field of automobiles started by replacing some conventional internal combustion engine-only drive with electric drive as far as the situation allows. Therefore, it is considered natural that even a hybrid vehicle can be driven only by the internal combustion engine. JP-A-11-
In 198669, a first motor / generator is connected in series to a crankshaft of an internal combustion engine to form a power shaft driven by either or both of the internal combustion engine and the electric motor. A hybrid vehicle drive structure is shown in which an output shaft of a generator is connected to and combined with a ring gear and a sun gear of a planetary gear mechanism, and a carrier of the planetary gear mechanism is used as an output shaft and a transmission is connected to the carrier. . According to such a hybrid vehicle drive structure, even if only the internal combustion engine is used as a prime mover, the shift function of the transmission is obtained, and it is possible to cope with various operating modes required for a vehicle, like a conventional internal combustion engine vehicle. This seems to be one of the typical examples reflecting the origin of the hybrid vehicle as described above.

On the other hand, however, on the occasion of combining an internal combustion engine and an electric motor as a prime mover of an automobile, the internal combustion engine is caused by the difference between the rotational speed required for the wheels and the driving torque and the rotational speed obtained from the internal combustion engine versus the driving torque. By the same person as the applicant of the present application, it is possible to differentially absorb the difference in rotation speed between the output shaft and the axle by the electric motor and eliminate the transmission that has been conventionally required between the internal combustion engine output shaft and the axle. was suggested. FIG. 1 attached herewith is a schematic view showing a drive structure of such a hybrid vehicle.

In FIG. 1, reference numeral 1 denotes an internal combustion engine, which is mounted on a vehicle body (not shown). Reference numeral 2 is its output shaft (crank shaft). 3 is a planetary gear device, 4 is its sun gear, 5 is a ring gear, 6 is a planetary pinion, and 7 is a carrier. The crankshaft 2 is connected to the carrier 7. 8 is the first motor generator (MG
1), which has the coil 9 and the rotor 10, and the rotor 10
Is connected to the sun gear 4. The coil 9 is supported by the vehicle body. One end of a propeller shaft 11 is connected to the ring gear 5. Thus, the planetary gear device 3 constitutes a power distribution mechanism that distributes the output of the internal combustion engine, which appears on the output shaft 2 of the internal combustion engine, to the first motor generator 3 and the propeller shaft 11 that serves as a wheel drive shaft. A second motor generator (MG2) 12 is connected in the middle of the propeller shaft 11.
The second motor generator 12 has a coil 13 and a rotor 14, and the coil 13 is supported by the vehicle body. The connection of the rotor 14 to the propeller shaft 11 may have any structure, but in the illustrated example, the structure is such that the gear 15 provided on the propeller shaft 11 meshes with the rotating gear 16 supported by the rotor 14. ing. The other end of the propeller shaft 11 is connected to a pair of axles 18 via a differential device 17. Wheels 19 are attached to each of the axles 18.

In the illustrated drive structure, the rotation of the crankshaft 2 and the rotation of the carrier 7 are the same, and this rotation speed is now represented by Nc. Further, the rotation of the first motor generator 8 and the rotation of the sun gear 4 are the same, and this rotation speed is now represented by Ns. On the other hand, the rotation of the ring gear 5, the rotation of the second motor generator 12, and the rotation of the wheels 19 correspond to each other and finally correspond to the vehicle speed, but the respective rotation speeds are those of the gears 15 and 16. It depends on the ratio of the number of teeth between them, the speed reduction ratio in the differential device 17, and the tire diameter. However, here, for the sake of convenience, the rotational speed of these portions is represented by the rotational speed of the ring gear 5, and is represented by Nr. Then, between the internal combustion engine and the two motor generators MG1, MG2 in the hybrid vehicle drive structure in which the internal combustion engine and the two motor generators are combined by a planetary gear device as shown in the drawing, between the rotational speeds Nc, Ns, Nr. The relationship is expressed by the diagram shown in FIG. 2 based on the principle of the planetary gear device. In the figure, ρ is the number of teeth of the sun gear with respect to the number of teeth of the ring gear (ρ <1). Since Nc is determined by the engine speed and Nr is determined by the vehicle speed, Ns is determined as Ns = (1 + 1 / ρ) Nc− (1 / ρ) Nr depending on the engine speed and the vehicle speed.

On the other hand, if the torques of the carrier, sun gear, and ring gear are Tc, Ts, and Tr, these are Ts: Tc: Tr = ρ / (1 + ρ): 1: 1 / (1+
When a ratio of ρ) balances each other, and thus any of these three elements produces or absorbs torque, torque is exchanged between them until the above balance is established.

In the hybrid vehicle having the above-described drive structure, the internal combustion engines, MG1 and MG2 are operated by a vehicle operation control device (not shown) from the driver and operation of the vehicle. It is controlled based on the state and.
That is, the vehicle operation control device includes a microcomputer, calculates the target vehicle speed and the target wheel drive torque based on the operation command of the driver and the operation state of the vehicle detected by various sensors, and charges the power storage device. Based on the state, calculate the current output allowed for the power storage device or the amount of power generation required for charging the power storage device, and based on these calculation results, what operating state should the internal combustion engine operate in, including stoppage, Also, calculate what kind of electric state or electric power generation state MG1 and MG2 should be operated in,
The operation of the internal combustion engine, MG1 and MG2 is controlled based on the calculation result.

[0008]

As described above, the output shaft of the internal combustion engine is connected to the first motor / generator and the wheel drive shaft through the power distribution mechanism, and the second shaft is connected to the wheel drive shaft. According to the hybrid vehicle drive structure in which the motor generator is connected, as understood from FIG. 2, the respective values of the rotation speed Nc of the internal combustion engine output shaft and the rotation speed Nr corresponding to the vehicle speed, and the relative relationship between them are as follows. Since the change can be drastically changed by absorbing the change in the number of revolutions Ns of the first motor-generator, a transmission has not been required in the hybrid vehicle drive structure. That is, the relationship between Nc and Nr can be freely changed depending on the adjustment of the power distribution mechanism, and the engine is operated (Nc> 0) even when the vehicle is stopped (Nr = 0). Moving forward (Nr> 0)
Even if the engine is stopped (Nc = 0), or if the engine is operated or stopped (Nc ≧ 0), the vehicle is moved backward (Nc = 0).
r <0).

However, the number of revolutions of MG2 depends on the vehicle speed, and the degree of charge of the power storage device is irrelevant to the vehicle speed. Therefore, MG2 has a large limitation in operating as a generator for charging the power storage device. There is. Therefore, charging of the power storage device depends exclusively on MG1, and conversely, electric drive of the wheels depends exclusively on MG2. Therefore, in the hybrid vehicle drive structure as described above, which is not provided with a transmission, in order to secure the vehicle driving performance capable of obtaining a high wheel drive torque as necessary even in the low vehicle speed range, the quality MG2 Is inevitably larger.

If this is shown by the coordinate system of the vehicle speed versus the axle torque in which the magnitude of the required value of the axle torque is compared with the vehicle speed,
It is as shown in FIG. That is, now, the internal combustion engine of the vehicle should be operated with high fuel efficiency over a wide range of vehicle speeds, and the vehicle should have the performance shown by line A as the limit performance desired as the vehicle speed vs. axle torque performance. Then, since the vehicle speed versus axle torque performance of the internal combustion engine that obtains high fuel consumption becomes almost flat as in region B, the rest must be compensated exclusively with MG2, and the vehicle velocity versus axle torque performance covers region C. Must be something. Therefore, the MG2 must be large enough to generate high torque at a low rotation speed.

However, when examining FIG. 3, it is doubted that the depth of the region C is a little too deep as compared with the depth of the region B. From a different point of view, this is a problem of the relative balance between the sizes of the internal combustion engine and the three prime movers, that is, the first and second motor-generators, and particularly the size balance between the internal combustion engine and the second motor-generator. Is. In order to further improve the hybrid vehicle drive structure as described above in view of this point, the same person as the applicant of the present invention has disclosed that the output shaft of the internal combustion engine is the same as in Japanese Patent Application No. 2001-323578. In a hybrid vehicle drive structure in which a first motor / generator and a wheel drive shaft are connected via a power distribution mechanism, and a second motor / generator is connected to the wheel drive shaft, in the middle of the wheel drive shaft or in the wheel A hybrid vehicle drive structure characterized in that a transmission is provided at least on one side of the connection of the second motor generator to the drive shaft is proposed.

Problem to be Solved by the Invention The output shaft of an internal combustion engine shown in FIG. 1 is connected to a first motor generator and a wheel drive shaft via a power distribution mechanism, and a second motor generator is connected to the wheel drive shaft. In the original hybrid vehicle drive structure which is a connected hybrid vehicle drive structure and is not provided with a transmission according to the above-mentioned Japanese Patent Application No. 2001-323578, stopping the operation of the internal combustion engine while the vehicle is operating is a power distribution. This is one shift mode in a kind of continuously variable shift in which the mutual relationship of the rotational speeds of the internal combustion engine, the first motor generator, and the second motor generator is changed by the mechanism. That is,
Referring to FIG. 2, stopping the internal combustion engine while the vehicle is traveling is performed so as to bring the position where the equilibrium line crosses the Nc line to 0 position while respecting the rotational speed Nr of the MG2 corresponding to the vehicle speed. Is to adjust the number of revolutions Ns of the motor, which is a control accompanied by delicate timing adjustment. However, if the transmission is provided as in the above-mentioned Japanese Patent Application No. 2001-323578, when the internal combustion engine is to be stopped during the vehicle operation due to the convenience of the hybrid operation control, the Nc in FIG.
Even if does not become 0, the torque transmission between the input and output shafts of the transmission may be cut off (that is, the transmission may be switched to the so-called neutral), and then the fuel supply to the internal combustion engine may be cut off and stopped. Therefore, there is an advantage that the control of the power distribution mechanism is simplified with respect to stopping the internal combustion engine while the vehicle is traveling.

However, when a considerable amount of torque is being transmitted through the transmission when the transmission is switched to neutral, the wheel drive is performed at the moment when the torque transmission between the input and output shafts of the transmission is cut off. A sudden change in torque or a sudden load release may cause vibration in the internal combustion engine, which may impair the riding comfort of the vehicle.

The present invention is directed to the above-mentioned Japanese Patent Application No. 2001-32357.
It is an object of the present invention to provide a method of operating the hybrid vehicle drive structure with a transmission newly proposed in No. 8 so as to avoid the above problems.

[0015]

SUMMARY OF THE INVENTION In order to solve the above problems, the present invention provides an output shaft of an internal combustion engine, which is connected to a first motor / generator and a wheel drive shaft through a power distribution mechanism to drive the wheel. A transmission in which a second motor generator is connected to the shaft, and torque transmission between the input and output shafts can be cut off from the connecting portion of the second motor generator in the middle of the wheel drive shaft to the internal combustion engine side. A hybrid vehicle drive structure operating method is provided, wherein when the internal combustion engine is stopped, the torque transmission between the input and output shafts of the transmission is interrupted prior to stopping the internal combustion engine. To do.

The term "motor generator" refers to means having both functions of an electric motor and a generator. In the present invention, however, the output shaft of the internal combustion engine goes through the power distribution mechanism to drive the first motor generator and the wheels. The present invention relates to a short-term vehicle drive performance of a hybrid vehicle drive structure that is connected to a shaft and a second motor generator is connected to the wheel drive shaft, in other words, an internal combustion engine in a hybrid drive of the vehicle. Drive, electric drive,
As far as the operation and effect of the present invention are concerned, both the first and second motor-generators are mere electric motors because they are not related to the long-term vehicle driving performance in which the mutual relationship of the self-charging action on the power storage device is involved. It's good. Certainly, as a vehicle drive device that actually works, as already mentioned, the second motor generator has to operate exclusively as an electric motor (but it can also operate as a generator),
Therefore, in order to construct a vehicle drive device that can operate for a long period of time, the first motor generator must have a power generation function, but this need is not related to the technical idea of the present invention. That is. Therefore, in the configuration of the present invention, the means described as a motor generator includes a motor having no power generation function as its equivalent.

In the hybrid vehicle drive structure operating method as described above, the transmission may be controlled to a predetermined high speed stage before the torque transmission between the input and output shafts of the transmission is interrupted. .

Furthermore, in the hybrid vehicle drive structure operating method as described above, prior to interrupting the torque transmission between the input and output shafts of the transmission, the transmission torque passing through the transmission is set to a predetermined value or less. Controlling the distribution of power between the internal combustion engine, the first motor generator and the second motor generator may be performed.

Furthermore, in the hybrid vehicle drive structure operating method as described above, the rotation of the internal combustion engine may be braked after the torque transmission between the input and output shafts of the transmission is interrupted. In this case, especially the power distribution mechanism is the sun gear,
A ring gear, a planetary pinion, and a planetary gear mechanism having a carrier, the output shaft of the internal combustion engine is connected to the carrier, the first motor generator is connected to the sun gear,
When the wheel drive shaft is connected to the ring gear, braking of the rotation of the internal combustion engine may be performed by braking the rotation of the ring gear.

[0020]

OPERATION AND EFFECT OF THE INVENTION Japanese Patent Application No. 2001-32357
A hybrid vehicle drive in which the output shaft of the internal combustion engine is connected to the first motor / generator and the wheel drive shaft through the power distribution mechanism, and the second motor / generator is connected to the wheel drive shaft, as proposed in 8. In the structure, a transmission is provided in the middle of the wheel drive shaft or in the middle of connection of the second motor generator to the wheel drive shaft. When provided on the side of the internal combustion engine from the connecting portion of the second motor-generator, it is possible to drive the wheels by the second motor-generator without going through the transmission,
Moreover, since the internal combustion engine can be completely separated from the wheels at the transmission part, the timing for stopping the rotation of the internal combustion engine is only required if the control for ensuring the driving performance of the vehicle is performed by the second motor generator. Has a high degree of freedom, and the torque may change suddenly at the wheels due to an incorrect engine stop timing, or the reaction force may vibrate the internal combustion engine, causing an undesirable phenomenon such that the vibration is transmitted to the vehicle body. It can be easily avoided.

Further, if the transmission is set to a predetermined high speed stage before the torque transmission between the input and output shafts of the transmission is interrupted, the rotational inertia of the internal combustion engine seen from the side of the wheels through the transmission is seen. Is made as small as possible, so even if torque is being transmitted through the transmission at the moment when the torque transmission between the input and output shafts of the transmission is cut off, the shock caused by interrupting the torque transmission is It can be made as small as possible.

Furthermore, prior to disconnecting the torque transmission between the input and output shafts of the transmission, the internal combustion engine, the first motor-generator, and the second motor generator are set so that the transmission torque passing through the transmission is set to a predetermined value or less. By controlling the distribution of the output between the motor generators, it is possible to further reduce the impact that occurs when the torque transmission between the input and output shafts of the transmission is interrupted.

Further, in the case where the transmission is provided on the side of the internal combustion engine with respect to the connecting portion of the second motor generator in the middle of the wheel drive shaft, the internal combustion engine is completely removed from the wheels at the portion of the transmission. Since it can be disconnected, the rotation of the internal combustion engine is free after the torque transmission between the input and output shafts of the transmission is cut off.
The rotation of the internal combustion engine may be stopped immediately if possible. Therefore, if the rotation of the internal combustion engine is braked after the torque transmission between the input and output shafts of the transmission is cut off and the rotation is stopped early, the amount of oxygen sent to the exhaust catalyst due to engine idling is suppressed, The emission of NOx is suppressed when the engine is started.

In braking the engine idling, the power distribution mechanism is a planetary gear mechanism having a sun gear, a ring gear, a planetary pinion, and a carrier, and the output shaft of the internal combustion engine is connected to the carrier. When the motor generator is connected to the sun gear and the wheel drive shaft is connected to the ring gear, if the braking of the rotation of the internal combustion engine is performed by braking the rotation of the ring gear,
As can be understood from the diagram of FIG. 2, the rotation of the internal combustion engine is flexibly buffered by the rotational inertia of the rotor of the first motor / generator, and the rotation of the internal combustion engine is suppressed with a high buffering property. The engine stop is smoothly achieved.

[0025]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 4 shows an output shaft of an internal combustion engine connected to a first motor generator and a wheel drive shaft via a power distribution mechanism as shown in FIG. The above-mentioned Japanese Patent Application No.
According to the procedure proposed in 01-323578, FIG. 1 showing an embodiment in which a transmission is incorporated on the side of the internal combustion engine from the point where the second electric motor is connected in the middle of the wheel drive shaft thereof. It is a similar schematic diagram. In FIG. 4, FIG.
The portions corresponding to the portions shown in are indicated by the corresponding symbols.

This transmission 100 has a propeller shaft 1 which is a part of a wheel drive shaft in terms of the description of FIG.
It is provided closer to the internal combustion engine than the gear 15 that is a part of the MG 1 and forms the coupling portion of the MG 2. The transmission 100 may have two or three gears, and may further include a reverse gear. As is obvious in this type of vehicle transmission, The torque transmission between the input and output shafts is cut off, so that an operating state usually called neutral can be taken. Such a transmission can be obtained in various manners according to the techniques already known, but
FIG. 5 is a schematic view showing an example of the one having a step and a reverse step.

In FIG. 5, reference numerals 20, 22, 24 and 26 designate a sun gear, a ring gear and a planetary gear mechanism, respectively.
Planetary pinion, carrier, also 21, 2
3, 25 and 27 are sun gears, ring gears, planetary pinions and carriers that constitute another planetary gear mechanism, and 28 (C1) and 29 (C2) are clutches,
30 (B1) and 31 (B2) are brakes, 32
(F1) is a one-way clutch. These rotary elements have 33 as an input shaft and 34 as an output shaft,
In the meantime, if it is combined as shown, the clutch C
The first speed stage having the largest reduction ratio is achieved by engaging 1 and the second speed stage having an intermediate reduction ratio is achieved by engaging the clutch C1 and the brake B1. And C2 are engaged, the third speed ratio having the smallest reduction ratio (reduction ratio = 1) is achieved, and the clutch C
The reverse gear is achieved by the engagement of 2 and the brake B2. The state in which neither the clutch C1 nor the clutch C2 is engaged is the neutral state in which the torque transmission between the input shaft 33 and the output shaft 34 is cut off.

FIG. 6 is a flow chart showing an embodiment of the procedure for operating the hybrid vehicle drive structure with a transmission as shown in FIG. 4 by the method of the present invention.

When the operation of the vehicle is started, in the field of automatic vehicle operation control, which is not shown in the figure, a vehicle operation control device equipped with a microcomputer already known in various modes is used to In a cycle of 10 to several hundreds of microseconds, it is judged whether or not the condition for stopping the operation of the engine is satisfied as shown in step 10. This is a judgment in the hybrid driving control separately performed by the vehicle driving control device. As long as the answer is no, control returns and the same judgment continues. Then, the condition for stopping the internal combustion engine is satisfied, and step 10
If the answer is yes, control proceeds to step 20.

In step 20, it is judged whether or not the transmission 100 is in the direct connection stage. However, this "direct connection stage" is one embodiment, and the concept is a high-speed stage having a small reduction ratio. When the answer is yes, the control directly proceeds to step 30, but when the answer is no, the control proceeds to step 40, shifts the transmission to the direct coupling stage, and then proceeds to step 30. The reason why the transmission is set to a high speed stage such as a direct connection stage is to keep the rotational inertia on the transmission inlet side as viewed from the transmission outlet side as small as possible.

In step 30, it is determined whether or not the magnitude of the torque Tt being transmitted through the transmission is less than a predetermined small threshold value Ts. In many cases, the answer is initially no and control proceeds to step 50. In step 50, it is determined whether the flag F is 1. When control first reaches this step, the answer is no and control proceeds to step 60
The output torque Te of the internal combustion engine at that moment is stored as its control initial value Teo, and at the same time, the output torque Tm of the second motor generator MG2 is stored as its control initial value Tmo. Then, the control proceeds to step 70, and the flag F is set to 1. Control then proceeds to step 80, where the count value n is incremented by 1 starting at 0, which was initially reset. As is clear from the operation of the flag F, the control first passes through the step 60 once and then bypasses the step 60.

In step 90, each time the control reaches this step, Teo and Tmo stored above, the count value n at that time, and the automatic vehicle driving device at that moment were calculated. Target value of vehicle drive torque Ttag
Then, based on a certain small torque deviation ΔT, the values of the torque Te that the internal combustion engine should cover and the torque Tm that the MG2 should cover are calculated as follows, for example.

[0033] Te = Ttag × (Teo − nΔT) / (Teo + Tmo) Tm = Ttag × (Tmo + nΔT) / (Teo + Tmo)

Then, in step 100, based on Te and Tm calculated above, the internal combustion engine and MG2 are
The output torques are controlled to be Te and Tm, respectively.

Thereafter, the control returns to step 30, and it is again judged whether or not the magnitude of the torque Tt transmitted through the transmission has dropped below the threshold value Ts. If the control in steps 90 and 100 above is repeated several times, the answer in step 30 should eventually turn to yes. Thus steps 90 and 100
If the answer to step 30 becomes yes after the control by the control is repeated several times, the control proceeds to step 110 to switch the transmission to neutral, that is, to transmit the torque between the input and output shafts of the transmission. A disconnect is performed, at which point the internal combustion engine is disconnected from the wheel drive. If the disconnection of the internal combustion engine from the wheel drive is performed in the transmission in this way, when the internal combustion engine is stopped as in the hybrid vehicle drive structure of FIG. The control that brings the magnitude to the zero position need not be achieved, and control of such a hybrid vehicle drive structure is simplified in that respect. In this case, when the transmission is separated from the wheel drive by the transmission, the threshold value of the torque Tt transmitted through the transmission is set to a small value even if the rotation speed of the internal combustion engine is considerably high. When the value is lower than the value Ts, the drive system on both sides of the transmission is not impacted by the sudden torque change due to the disconnection of the internal combustion engine.

Thereafter, in the illustrated embodiment, the control further proceeds to step 120, in which engine braking is performed so as to stop the rotation of the internal combustion engine as quickly as possible in order to suppress the introduction of oxygen into the exhaust catalyst. Be done. In this case, the braking of the engine is not shown in FIG.
This may be done in a rotating part between the ring gear 5 and the transmission 100, whereby the torque fluctuations exerted by the piston engine upon braking are the sun gear 4 and the MG1 connected to it.
This is absorbed by the rotational inertia of the rotor in a buffered manner, and the generation of vibration due to engine braking can be further suppressed.

In the above, the present invention has been described in detail with respect to one embodiment, but the present invention is not limited to this embodiment, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art that it is possible.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a hybrid vehicle drive structure that is a basis of a hybrid vehicle drive structure that is a target of a hybrid vehicle drive structure operating method according to the present invention.

2 is a rotational speed N of an internal combustion engine and two motor generators MG1 and MG2 in the hybrid vehicle drive structure shown in FIG.
A diagram showing the relationship between c, Ns, and Nr.

3 is a diagram showing an axle torque to be shared by each of an internal combustion engine and a motor generator MG2 with respect to a vehicle speed in the hybrid vehicle drive structure shown in FIG.

FIG. 4 is a schematic diagram showing a hybrid vehicle drive structure that is a target of a hybrid vehicle drive structure operating method according to the present invention.

FIG. 5 is a schematic diagram showing an example of a transmission that can disconnect the torque transmission between the input and output shafts and provides three shift speeds and a reverse speed.

FIG. 6 is a flowchart showing a hybrid vehicle drive structure operating method according to one embodiment of the present invention.

[Explanation of symbols]

1 ... Internal combustion engine 2 ... Output shaft of internal combustion engine 3 ... Planetary gear device 4 ... Sun gear 5 ... Ring gear 6 ... Planetary pinion 7 ... Career 8 ... First motor generator (MG1) 9 ... Coil 10 ... rotor 11 ... Propeller shaft 12 ... Second motor generator (MG2) 13 ... Coil 14 ... rotor 15, 16 ... Gears 17 ... Differential device 18 ... Axle 19 ... Wheels 20 ... Sun gear 22 ... Ring gear 24 ... Planetary pinion 26 ... Career 21 ... Sun gear 23 ... Ring gear 25 ... Planetary pinion 27 ... Career 28, 29 ... Clutch 28, 29 ... Brakes 32 ... One-way clutch 100 ... Transmission

Claims (5)

[Claims] 1. An output shaft of an internal combustion engine is connected to a first motor / generator and a wheel drive shaft via a power distribution mechanism, and a second motor / generator is connected to the wheel drive shaft, and the wheel drive shaft is connected to the wheel drive shaft. In the operating method of the hybrid vehicle drive structure including a transmission capable of interrupting torque transmission between the input and output shafts on the side of the internal combustion engine from the connecting portion of the second motor generator in the middle of A hybrid vehicle drive structure operating method, wherein when transmission is stopped, torque transmission between the input and output shafts of the transmission is interrupted prior to the stop. 2. The hybrid vehicle drive structure operating method according to claim 1, wherein the transmission is set to a predetermined high speed stage before the torque transmission between the input and output shafts of the transmission is disconnected. . 3. The internal combustion engine and the first motor generator so that the transmission torque passing through the transmission is set to a predetermined value or less prior to disconnecting the torque transmission between the input and output shafts of the transmission. 3. The hybrid vehicle drive structure operating method according to claim 1, wherein the distribution of the output between the second motor generators is controlled. 4. The hybrid vehicle drive structure operation according to claim 1, wherein the rotation of the internal combustion engine is braked after the torque transmission between the input and output shafts of the transmission is cut off. Method. 5. The power distribution mechanism is a planetary gear mechanism having a sun gear, a ring gear, a planetary pinion, and a carrier, and an output shaft of the internal combustion engine is connected to the carrier, and the first motor generator. Is coupled to the sun gear, the wheel drive shaft is coupled to the ring gear, and braking of rotation of the internal combustion engine is performed by braking rotation of the ring gear. Hybrid vehicle drive structure driving method.