JP2005125876A - Hybrid vehicle driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a hybrid vehicle driving device capable of preventing degradation of the power transmission efficiency. <P>SOLUTION: In the hybrid vehicle driving device, an internal combustion engine is connected to an input element of a power distribution mechanism, a first motor/generator 2 is connected to a reaction force element of the power distribution mechanism, and a second motor/generator 3 is connected to an output element of the power distribution mechanism. The hybrid vehicle driving device comprises clutches C1 and C2 to selectively change an output member to the output element or the reaction force element, and further comprises a driving force source state determination means (Step S4 to S6) to determine whether or not the motors/generators 2 and 3 are power-driven state by the negative rotation, and a changing mechanism control means (Step S7 to S12) to change the changing mechanism so that the reaction force element is connected to the output element when it is determined that the motors/generators 2 and 3 are in a power-driven state by the negative rotation. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a drive device for a hybrid vehicle having a plurality of drive force sources.

  Conventionally, as a hybrid vehicle, for example, a vehicle including an electric motor or a motor / generator as a power source in addition to an internal combustion engine is known. In this example of the hybrid vehicle, the rotational speed is controlled by an electric motor or a motor / generator connected to the planetary gear mechanism so as to drive the internal combustion engine at the optimum operating point by utilizing the differential action of the planetary gear mechanism. On the other hand, it is configured to compensate for excess or deficiency of driving force and engine braking force with an electric motor or motor generator, and to regenerate energy during deceleration to reduce exhaust gas from the internal combustion engine and improve fuel efficiency at the same time. Vehicle is known.

  As an example of a hybrid vehicle, a drive device for a hybrid vehicle described in Patent Document 1 is known. This drive device has two motors, a brake is provided so as to fix the rotation shaft of one motor, and a clutch for engaging and releasing the rotation shaft of the other motor and the drive shaft is provided. Is provided. At high vehicle speed and low load, the brakes are engaged and the clutch is released to stop the rotation of the two motors, and the engine is driven only by the engine. Accordingly, since the two motors can be stopped at a high vehicle speed and a low load, power circulation and the like can be prevented, and a reduction in transmission efficiency of the entire drive device can be prevented.

Patent Document 2 discloses a drive device in which an assist motor and a ring gear of a planetary gear mechanism are connected via a clutch, and by releasing the clutch, the connection between the assist motor and the ring gear can be released. Has been described.
JP 2003-104072 A Japanese Patent Laid-Open No. 11-332020

  In the invention of Patent Document 1, since the rotation of the motor is stopped, the engine speed control by the motor cannot be performed. That is, when the vehicle speed is low and the load is high, the engine is driven only. For this reason, the operating point of the engine changes according to the change of the running state at the time of high vehicle speed and low load, and the operating point of the engine cannot be maintained at the optimum operating point. In addition, since power generation by the motor is not performed, power supply to the auxiliary machine and the battery is not performed. Therefore, there is a problem that the load on the battery increases.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a hybrid vehicle drive device capable of efficient driving regardless of the vehicle speed and load state.

  In order to achieve the above object, the present invention is characterized in that a reduction in power transmission efficiency is prevented without stopping a driving force source such as a motor. That is, in the invention of claim 1, an internal combustion engine is connected to an input element of a power distribution mechanism having a differential action consisting of at least three elements, and a first driving force source is connected to a reaction force element of the power distribution mechanism, In the hybrid vehicle drive device in which a second driving force source is connected to the output element of the power distribution mechanism, a switching mechanism that selectively switches and connects the output member to the output element and the reaction force element is provided. It is the drive device characterized by having.

  According to a second aspect of the present invention, in the first aspect of the present invention, the speed change mechanism is provided on the upstream side of the power transmission path of the switching mechanism.

  Further, the invention of claim 3 is characterized in that an internal combustion engine is connected to an input element of a power distribution mechanism consisting of at least three elements, a first driving force source is connected to a reaction force element of the power distribution mechanism, In a hybrid vehicle driving apparatus in which a second driving force source is connected to an output element, a switching mechanism that selectively switches and connects an output member between the output element and the reaction force element, and the driving force source is negative. A driving force source state determining unit that determines whether or not the rotation is in a power running state; and when the driving force source state determining unit determines that the driving force source is in a negative rotation and a power running state, the switching mechanism is A drive device comprising switching mechanism control means for switching the reaction force element and the output element to be connected.

  According to a fourth aspect of the present invention, in the third aspect of the present invention, the driving force source state determining means calculates the current power loss from the current rotational state of each element of the power distribution mechanism and the current operating state of the driving force source. A power loss calculating means to obtain; a power loss predicting means for predicting a rotation state after switching of each element of the power distribution mechanism and an operating state after switching of the driving force source to obtain a power loss after switching; and the power loss Switching selection means for selecting disconnection or connection of the switching mechanism based on a result of comparing the current power loss obtained by the calculation means and the power loss after switching obtained by the power loss prediction means. This is a drive device characterized by that.

  According to the first aspect of the present invention, when the switching mechanism is provided, that is, when the power transmission loss is large such as the power circulation state, the first driving force source is engaged with the output shaft, and the second driving force source is Disconnected from the output shaft. That is, instead of the second driving force source, the first driving force source adjusts the torque with respect to the drive shaft. In other words, the functions of the first driving force source and the second driving force source are switched. As a result, a state with a large power transmission loss such as a power circulation state is avoided. Further, since the engine operating point does not change, the engine can be operated while maintaining the optimum engine operating point. Furthermore, none of the driving force sources stops. Therefore, since the power generation is not stopped, the load on the battery can be reduced.

  According to the invention of claim 2, the speed change mechanism is added upstream of the switching mechanism in the power transmission path. For this reason, the gear ratio of the entire driving device after switching of the driving force source includes the gear ratio of the transmission mechanism. In other words, the gear ratio of the entire drive device can be changed by changing the gear ratio of the transmission mechanism. In other words, while maintaining the gear ratio of the entire driving device before switching the driving force source and the gear ratio of the entire driving device after switching the driving force source, the gear ratio of the planetary gear mechanism is changed before and after switching the driving force source. Different values can be used. Therefore, it is possible to improve the degree of freedom in setting the gear ratio of the planetary gear mechanism after switching of the driving force source.

  According to the third aspect of the present invention, when the power transmission loss such as power circulation is large, the driving force source that is in the negative rotation / power running state is connected to the output member, and the negative rotation / power running is achieved. The driving force source that is not in the state is connected to the reaction force element of the power distribution mechanism. As a result, the driving force source that was in the negative rotation / power running state before switching becomes the positive rotation / regenerative state after switching, and it is possible to reduce power circulation at high vehicle speeds / low loads and power transmission loss caused thereby. .

  According to the fourth aspect of the present invention, whether or not the power transmission loss such as the power circulation state is large is based on the current power loss before switching the driving force source and the predicted power loss after switching the driving force source. Judged by comparison. When the predicted power loss is smaller than the current power loss, the switching mechanism is switched. Therefore, since the transmission efficiency of the entire drive device is controlled so as to be always the best, fuel efficiency can be improved. Further, since the switching is performed when the rotational speeds of the respective driving force sources and the output shaft match before and after the switching of the driving force source, the driving force source switching operation can be performed without giving the driver a sense of incongruity.

  Next, the present invention will be described based on specific examples. FIG. 2 is a skeleton diagram conceptually showing the power train of the vehicle to which the present invention is applied. The power train includes an engine 1, a first motor / generator 2, a power distribution mechanism 4 that distributes the power of the engine 1 to the first motor / generator 2 and the first intermediate shaft 19, and a second motor / generator 3. And a speed reducer that decelerates the power of the second motor / generator 3 and adjusts the power to the first intermediate shaft 19 as a main component.

  The engine 1 is a known power unit that outputs power by burning fuel such as a gasoline engine or a diesel engine, and electrically operates the operating state such as throttle opening (intake amount), fuel supply amount, and ignition timing. It is configured to be controllable. The engine 1 is controlled by, for example, an electronic control unit (ECU) 100 mainly composed of a microcomputer.

  The first motor / generator 2 can use, for example, a synchronous motor, and the first motor / generator 2 is configured to generate a function as an electric motor and a function as a generator. Further, a battery (not shown) is electrically connected to the first motor / generator 2 via an inverter (not shown). Then, by controlling the inverter by the electronic control unit 100, the output torque or regenerative torque of the first motor / generator 2 is appropriately set. The stator 6 of the first motor / generator 2 is fixed to a casing (not shown) so as not to rotate.

  The power distribution mechanism 4 is constituted by a planetary gear mechanism. This planetary gear mechanism rotates a sun gear 12 that is an external gear, a ring gear 11 that is an internal gear arranged concentrically with the sun gear 12, and a pinion gear that meshes with the sun gear 12 and the ring gear 11. This is a known gear mechanism that generates a differential action by using the carrier 10 that is held revolving freely as three rotating elements. The output shaft of the engine 1 is connected to a carrier 10 that is a first rotating element. In other words, the carrier 10 is an input element.

  On the other hand, the rotor 7 of the first motor / generator 2 and the second intermediate shaft 20 are connected to the sun gear 12 as the second rotating element. Therefore, the sun gear 12 is a reaction force element with respect to the engine 1, the third rotation element, and the ring gear 11 that is an output element of the power distribution mechanism 4 is connected to the first intermediate shaft 19.

  The rotor 9 of the second motor / generator 3 is connected to the first intermediate shaft 19 via a speed reducer so that the output torque of the second motor / generator 3 is added to or subtracted from the transmission torque transmitted by the first intermediate shaft 19. It has become. Further, the second motor / generator 3 is connected to a battery (not shown) via an inverter (not shown). The electronic control device 100 mainly composed of a microcomputer controls an inverter (not shown) to control the power running and regeneration of the second motor / generator 3 and the torque and the rotational speed in each case. Has been. The stator 8 of the second motor / generator 3 is fixed to a casing (not shown).

  Similar to the power distribution mechanism 4, the speed reducer 5 is constituted by a planetary gear mechanism. The rotor 9 of the second motor / generator (MG2) 3 is connected to the sun gear 15 in the planetary gear mechanism. The carrier 13 is connected to and fixed to the casing of the second motor / generator 3. The ring gear 14 is connected to the first intermediate shaft 19.

  The first intermediate shaft 19 and the counter gear 16 are connected via a clutch C2, and the second intermediate shaft 20 and the counter gear 16 are connected via a clutch C1. The counter gear 16 is connected to the axle shaft 21.

  The optimum fuel efficiency operation of the engine 1 is performed by changing the rotation speed of the engine 1 continuously (in a stepless manner) by changing the rotation speed of the motor generators 2 and 3 to high and low. In other words, the continuously variable transmission control for setting the rotational speed of the engine 1 to, for example, the rotational speed with the best fuel efficiency can be performed by controlling the rotational speeds of the motor generators 2 and 3. A hybrid drive device that distributes power using a power distribution mechanism that is configured by a planetary gear mechanism is called a mechanical distribution hybrid drive device.

  Power circulation occurs when the first motor / generator 2 is in the negative rotation / power running state and the second motor / generator 2 is in the positive rotation / power generation state as in the case of the vehicle state at high speed and low load. This is a state in which the power for driving the first motor / generator 2 is generated by the second motor / generator 3, and the power transmission efficiency of the entire drive device is reduced. Therefore, the following control is performed to avoid a decrease in power transmission efficiency.

  FIG. 1 is a flowchart showing an example of control for switching the motor generators 2 and 3. First, it is determined whether or not the ignition switch is ON, that is, whether or not the vehicle is ready to travel (step S1). If the determination in step S1 is affirmative, that is, it is determined that the vehicle is ready to run, the clutches C1 and C2 are in the normal state, that is, the clutch C1 is released, the clutch C2 is engaged, and the vehicle starts running (step S2). . Accordingly, the first motor / generator 2 applies a reaction force to the power distribution mechanism 4 to control the rotational speed of the engine 1, and the second motor / generator 3 performs a torque assist of the output torque. If the ignition switch is OFF, this routine is exited. Further, the clutch C1 and the clutch C2 are always in a released state when one is engaged, except during the switching operation.

  Next, it is determined whether or not the running state has become a stable state (step S3). Specifically, it is determined whether or not the amount of change in the accelerator opening is within a certain range. This avoids a so-called switching busy state in which the clutches C1 and C2 are frequently switched in accordance with fluctuations in the traveling state. Therefore, a negative determination is made while the running state is not stable, and control does not proceed to the next step.

  If a positive determination is made in step S3, the transmission loss of each part is calculated (step S4). Here, Lmg1 is a function indicating the loss obtained from the rotational speed and torque of the first motor / generator 2, and Lmg2 is a function indicating the loss obtained from the rotational speed and torque of the second motor / generator 3.

  Therefore, the power loss loss_mg1 when the clutch C2 of the first motor / generator 2 is engaged is the function Lmg1, the rotational speed Nmg1 when the clutch C2 of the first motor / generator 2 is engaged, and the clutch C2 of the first motor / generator 2 It is obtained by substituting the torque Tmg1 at the time of engagement. The power loss loss_mg1 ′ when the clutch C1 of the first motor / generator 2 is engaged is the function Lmg1 and the rotation speed Nmg1 ′ when the clutch C1 of the first motor / generator 2 is engaged and the clutch of the first motor / generator 2. It is obtained by substituting the torque Tmg1 ′ when C1 is engaged.

  Similarly, the power loss loss_mg2 when the clutch C2 of the second motor / generator 3 is engaged is the function Lmg2, the rotational speed Nmg2 when the clutch C2 of the second motor / generator 3 is engaged, and the clutch C2 of the second motor / generator 3 It is obtained by substituting torque Tmg2 at the time of engagement. The power loss loss_mg2 ′ when the clutch C1 of the second motor / generator 3 is engaged is a function Lmg2, and the rotational speed Nmg2 ′ when the clutch C1 of the second motor / generator 3 is engaged and the clutch C1 of the second motor / generator 3 It is obtained by substituting the torque Tmg2 ′ at the time of engagement.

  Furthermore, Lpg is a function indicating the loss obtained from the rotational speed of each rotating element of the power distribution mechanism. Lrg is a function indicating a loss obtained from the rotational speed of each rotating element of the reduction gear connected to the second motor / generator 3.

  Therefore, the loss loss_pg of the power distribution mechanism when the clutch C2 is engaged includes the rotational speed Ns when the clutch C2 of the sun gear 12 of the power distribution mechanism is engaged, the torque Ts when the clutch C2 of the sun gear 12 is engaged, and the clutch C2 of the carrier 10 The rotational speed Nc at the time of engagement, the torque Tc at the time of engagement of the clutch C2 of the carrier 10, the rotational speed Nr at the time of engagement of the clutch C2 of the ring gear 11 and the torque Tr at the time of engagement of the clutch C2 of the ring gear 11 are expressed as a function Lpg. It is obtained by substituting.

  The loss loss_pg ′ of the power distribution mechanism when the clutch C1 is engaged includes the rotation speed Ns ′ when the sun gear 12 of the power distribution mechanism is engaged with the clutch C1, the torque Ts ′ when the sun gear 12 is engaged with the clutch C1, and the carrier 10 The rotational speed Nc ′ when the clutch C1 is engaged, the torque Tc ′ when the carrier 10 is engaged with the clutch C1, the rotational speed Nr ′ when the ring gear 11 is engaged with the clutch C1, and the torque when the ring gear 11 is engaged with the clutch C1. It is obtained by substituting Tr 'into the function Lpg.

  Similarly, the loss loss_rg of the speed reducer connected to the second motor / generator 3 when the clutch C2 is engaged is determined by the rotation speed Nr when the ring gear 14 of the speed reducer is engaged with the clutch C2 and when the clutch C2 of the ring gear 14 is engaged. The torque Tr, the rotation speed Nmg2 when the second motor / generator 3 is engaged with the clutch C2, and the torque Tmg2 when the second motor / generator 3 is engaged with the clutch C2 are substituted into the function Lrg.

  The loss loss_rg ′ of the speed reducer connected to the second motor / generator 3 when the clutch C1 is engaged is the rotational speed Nr ′ when the ring gear 14 of the speed reducer is engaged with the clutch C1 and when the clutch C1 of the ring gear 14 is engaged. Torque Tr ′, the rotation speed Nmg2 ′ of the second motor / generator 3 when the clutch C1 is engaged, and the torque Tmg2 ′ of the second motor / generator 3 when the clutch C1 is engaged are substituted into the function Lrg. .

  Next, the total loss loss_total when the clutch C2 is engaged and the total loss loss_total 'when the clutch C1 is engaged are obtained (step S5). This is obtained as follows. First, the total loss loss_total when the clutch C2 is engaged is equal to the power loss loss_mg1 when the clutch C2 of the first motor / generator 2 is obtained in step S4, and the power loss when the clutch C2 of the second motor / generator 3 is engaged. This is a value obtained by adding loss_mg2, loss loss_pg of the power distribution mechanism when the clutch C2 is engaged, and loss loss_rg of the speed reducer connected to the second motor / generator 3 when the clutch C2 is engaged.

  Similarly, the total loss loss_total ′ when the clutch C1 is engaged is equal to the power loss loss_mg1 ′ when the clutch C1 of the first motor / generator 2 is engaged, and the power loss loss_mg2 when the clutch C1 of the second motor / generator 3 is engaged. And a loss loss_pg 'of the power distribution mechanism when the clutch C1 is engaged and a loss loss_rg' of the reduction gear connected to the second motor / generator 3 when the clutch C1 is engaged.

  Then, it is determined whether or not the total loss loss_total at the time of engaging the clutch C2 obtained in step S5 is larger than the total loss loss_total 'at the time of engaging the clutch C1 (step S6).

  If it is affirmative in step S6, that is, if the total loss when the clutch C2 is engaged is larger than the total loss when the clutch C1 is engaged, the target rotational speed Nmg2_tag of the second motor / generator 3 is set to the clutch C2 of the second motor / generator 3. The rotation speed at the time of engagement is Nmg2. Therefore, the target rotational speed Ne_tag of the engine 1 is a value obtained by dividing the rotational speed Nmg2 of the second motor / generator 3 by the reduction ratio ρ2 of the reduction gear. The target output Pe_tag of the engine 1 is a value obtained by multiplying the target engine speed Ne_tag of the engine 1 by the current engine torque Te. That is, the target rotational speed Ne_tag of the engine 1 is controlled by the second motor / generator 3. (Step S10 above). Thereby, it is possible to prevent a decrease in the rotational speed and a decrease in the torque during the switching control of the motor generators 2 and 3 in the next step.

  When the engine target rotational speed Ne_tag and the target engine output Pe_tag are set in step S10, control for releasing the clutch C1 and engaging the clutch C2 is performed (step S11). As a result, the axle shaft and the second motor / generator 3 are coupled to each other, and torque assist is performed by the second motor / generator 3. Note that, since the states of the clutch C1 and the clutch C2 are set in step S2, no particular switching is performed at the first routine.

  When the engagement / release states of the clutches C1 and C2 are set in step S11, the first motor / generator 2 when the clutch C2 is engaged is set as the target rotational speed of the first motor / generator 2. Therefore, the value obtained by multiplying the target rotational speed Nmg1 of the first motor / generator 2 by the gear ratio between the sun gear 12 of the power distribution mechanism and the carrier 10 is multiplied by the rotational speed of the ring gear 11 of the power distribution mechanism. A value obtained by adding a value multiplied by a gear ratio between 10 and 10 becomes the new target engine speed Ne_tag of the engine 1. The target output Pe_tag of the engine 1 is a value obtained by multiplying Ne_tag by the current engine torque Te. That is, the rotational speed of the engine 1 is controlled by the first motor / generator 2 (step S12).

  On the other hand, if negative in step S6, that is, if the total loss when the clutch C2 is engaged is smaller than the total loss when the clutch C1 is engaged, the first motor / generator 2 target rotational speed Nmg1_tag is set to the clutch of the first motor / generator 2. Rotation speed Nmg1 'when C1 is engaged. Therefore, the engine target rotational speed Ne_tag is the rotational speed Nmg1 ′ when the clutch C1 of the first motor / generator 2 is engaged. The engine target output Pe_tag is a value obtained by multiplying the target engine speed Ne_tag of the engine 1 by the current engine torque Te. That is, the target rotational speed Ne_tag of the engine 1 is controlled by the first motor / generator 2. Thereby, it is possible to prevent a decrease in the rotational speed and a decrease in the torque during the switching control of the motor generators 2 and 3 in the next step (step S7).

  When the target rotational speed Ne_tag and the target engine output Pe_tag of the engine 1 are set in step S7, control for engaging the clutch C1 and releasing the clutch C2 is performed (step S8). As a result, the axle shaft and the first motor / generator 2 are coupled together, and torque assist is performed by the first motor / generator 2. Therefore, the second motor / generator 3 applies a reaction force to the power distribution mechanism 4 to control the rotational speed of the engine 1, and the first motor / generator 2 is in a state of performing torque assist of the output shaft torque.

  When the motor generators 2 and 3 are switched in step S8, the rotation speed of the second motor generator 3 when the clutch C1 is engaged is set as the target rotation speed of the second motor generator 3. Therefore, the value obtained by multiplying the target rotational speed Nmg1 ′ of the first motor / generator 2 by the gear ratio between the sun gear 12 of the power distribution mechanism and the carrier 10 is multiplied by the rotational speed of the ring gear 11 of the power distribution mechanism and the ring gear 11. A value obtained by adding a value obtained by multiplying the gear ratio with the carrier 10 becomes a new target rotational speed Ne_tag of the engine 1. The target output Pe_tag of the engine 1 is a value obtained by multiplying Ne_tag by the current engine torque Te. That is, the engine speed is controlled by the first motor / generator 2 (step S9).

  FIG. 3 is a collinear diagram relating to this apparatus. When the traveling state is high speed and low load, it is in a state indicated by a thin solid line (a). That is, since the vehicle speed is high, the rotation speed of the first intermediate shaft 19 is high and the first motor / generator 2 is negative rotation. That is, in this state, power circulation occurs, and the power transmission efficiency of the entire drive device decreases.

  Therefore, the above control is performed, and first, the rotational speed of the first motor / generator 2 is increased to the rotational speed of the first intermediate shaft 19 (broken line (c)). This corresponds to step S7. Then, after switching the clutches C1 and C2, the first motor / generator 2 is controlled so that the rotational speed of the engine 1 becomes the rotational speed when the clutch C2 is engaged (thick solid line (b)). This corresponds to step S9.

  By providing the switching mechanism, that is, when the power transmission loss is large, such as a power circulation state, the first motor / generator 2 is connected to the axle shaft 21 and the second motor / generator 3 is disconnected from the axle shaft 21. That is, instead of the second motor / generator 3, the first motor / generator 2 adjusts the torque with respect to the drive shaft. Moreover, since the gear ratio of the planetary gear mechanism is small, a state where a power transmission loss such as a power circulation state is large is avoided. Furthermore, since the rotation speed of the second motor / generator 3 can be lowered, the transmission loss of the planetary gear mechanism connected to the second motor / generator 3 can be reduced. Further, since the operating point of the engine 1 is not particularly changed, the operation can be performed while the optimum operating point of the engine 1 is maintained. Furthermore, neither motor generator 2 nor 3 stops. In other words, without causing power circulation, one motor / generator generates electric power and supplies the electric power to the other motor / generator, thereby reducing the load on the battery.

  When the power transmission loss such as power circulation is large, the first motor / generator 2 that is in the negative rotation / power running state is connected to the output member and is not in the negative rotation / power running state. The two-motor generator 3 is connected to the reaction force element of the power distribution mechanism. As a result, the first motor / generator 2 which was in the negative rotation / power running state when the clutch C2 is engaged becomes the normal rotation / regeneration state when the clutch C1 is engaged, thereby avoiding power circulation and reducing power transmission loss. it can.

  Further, whether or not the power transmission loss is large such as a power circulation state is determined by comparing the current power loss before switching the motor / generators 2 and 3 with the predicted power loss when the clutch C1 is engaged. Is done. When the predicted power loss is smaller than the current power loss, the switching mechanism is switched. Therefore, since the transmission efficiency of the entire drive device is controlled so as to be always the best, fuel efficiency can be improved. Further, since the motor generators 2 and 3 are switched when the rotational speeds of the respective driving force sources and the output shaft match after the clutch C2 is engaged, the driving force source switching operation without giving the driver a sense of incongruity. Can be done.

  Next, another embodiment of the power train that is an object of the present invention will be described below. FIG. 4 is a skeleton diagram conceptually showing a power train of another example vehicle that is an object of the present invention, in which counter gears 17 and 18 are inserted upstream on the power transmission paths of two sets of clutches, respectively. It is an example. In the embodiment of FIG. 4, the same components as those of FIG. 2 are denoted by the same reference numerals as those of FIG. Further, the embodiment shown in FIG. 4 is a modification of the embodiment shown in FIG. 2, and the actions and effects obtained for the same parts as those in the configuration of FIG. 2 are the same. The clutch is also controlled in the same manner as in the embodiment shown in FIG.

  The first intermediate shaft 19 and the clutch C2 are connected via the counter gear 17, and the second intermediate shaft 20 and the clutch C1 are connected via the counter gear 18. The clutch C1 and the clutch C2 are connected to the axle shaft 21 in parallel.

  FIG. 5 is a collinear diagram in this embodiment. As in the nomogram of FIG. 3, first, the rotational speed of the first motor / generator 2 is increased to the rotational speed of the first intermediate shaft 19 (thin broken line (c)). Then, the rotational speed of the second motor / generator 3 is controlled to set the rotational speed of the engine 1 to the rotational speed when the clutch C2 is engaged (thick broken line (d)).

  On the other hand, counter gears 17 and 18 are added between the clutches C1 and C2 and the ring gears 11 and 14, that is, upstream of the clutches C1 and C2 in the power transmission path. Therefore, on the nomograph, the distance between the casing and the axle shaft 21 is set by the gear ratio of the counter gears 17 and 18. That is, the gear ratio of the entire drive device when the clutch C1 is engaged includes the gear ratio of the counter gears 17 and 18. That is, the gear ratio of the entire drive device can be changed by changing the gear ratio of the counter gears 17 and 18. That is, the gear of the planetary gear mechanism is maintained while maintaining the gear ratio of the entire drive device when the clutch C2 of the motor / generators 2 and 3 is engaged and the gear ratio of the entire drive device when the clutch C1 of the motor / generators 2 and 3 is engaged. The ratio can be different between when the motor generators 2 and 3 are engaged with the clutch C2 and when the motor generators 2 and 3 are engaged with the clutch C1. Therefore, the degree of freedom in setting the gear ratio of the planetary gear mechanism when the clutch C1 of the motor / generator 2 or 3 is engaged can be improved.

  Here, the relationship between each of the above-described specific examples and the present invention will be briefly described. The power distribution mechanism 4 corresponds to a “power distribution mechanism”, and the engine 1 corresponds to an “internal combustion engine”. The first motor / generator 2 corresponds to a “first driving force source”, and the second motor / generator 3 corresponds to a “second driving force source”. The clutches C1 and C2 correspond to a “switching mechanism”. The counter gears 17 and 18 correspond to “transmission mechanism”.

  Further, the functional means in steps S4 to S6 corresponds to “driving force source state determination means”, and the functional means in steps S7 to S12 correspond to “switching mechanism control means”. The functional means in steps S4 and S5 correspond to “power loss calculation means”, the functional means in steps S4 and S5 correspond to “power loss prediction means”, and the functional means in steps S8 and S11. The means corresponds to “switching selection means”.

  The clutches C1 and C2 may be either a hydraulic control type or an electromagnetic control type. Further, the “internal combustion engine”, “first driving force source”, and “second driving force source” in the present invention are different in the principle of generation of driving force. In this embodiment, the “internal combustion engine” is used to convert heat energy into kinetic energy, but an external combustion engine or the like may be used in addition to the internal combustion engine. In short, any device that converts thermal energy into kinetic energy may be used.

It is a flowchart which shows the example of control which switches a motor generator. 1 is a skeleton diagram schematically showing a vehicle which is an example of the present invention. FIG. 2 is a collinear diagram for the drive device shown in FIG. 1. It is a skeleton figure which shows typically the vehicle which is another example of this invention. FIG. 4 is a collinear diagram for the drive device shown in FIG. 3.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... 1st motor generator, 3 ... 2nd motor generator, 19 ... 1st intermediate shaft, 20 ... 2nd intermediate shaft, 21 ... Axle shaft, 4 ... Power distribution mechanism, 5 ... Reduction gear, C1, C2 ... clutch, 100 ... electronic control unit (ECU).

Claims (4)

An internal combustion engine is connected to an input element of a power distribution mechanism having a differential action consisting of at least three elements, a first driving force source is connected to a reaction force element of the power distribution mechanism, and a first drive power source is connected to an output element of the power distribution mechanism. In a hybrid vehicle drive device in which two drive force sources are connected,
A hybrid vehicle drive device comprising a switching mechanism for selectively switching and connecting an output member between the output element and the reaction force element.   The hybrid vehicle drive device according to claim 1, wherein a speed change mechanism is provided on the upstream side of the power transmission path of the switching mechanism. An internal combustion engine is connected to an input element of a power distribution mechanism composed of at least three elements, a first driving force source is connected to a reaction force element of the power distribution mechanism, and a second driving force source is connected to an output element of the power distribution mechanism. In the hybrid vehicle drive device connected,
A switching mechanism for selectively switching and connecting the output member to the output element and the reaction force element;
Driving force source state determining means for determining whether or not the driving force source is in a power running state with negative rotation;
Switching mechanism control means for switching the switching mechanism so that the reaction force element and the output element are connected when the driving force source state determining means determines that the driving force source is in a negative rotation and a power running state. A drive device for a hybrid vehicle. A power loss calculating means for calculating a current power loss from a current rotation state of each element of the power distribution mechanism and a current operation state of the driving force source;
A power loss prediction means for predicting a rotation state after switching of each element of the power distribution mechanism and an operating state after switching of the driving force source to obtain a power loss after switching;
Switching selection means for selecting disconnection or connection of the switching mechanism based on a result of comparing the current power loss obtained by the power loss calculation means and the power loss after switching obtained by the power loss prediction means. The hybrid vehicle drive device according to claim 3, further comprising:

Images