JP2009248768A - Power output device and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To further appropriately start an internal combustion engine by the use of two electric motors during the stoppage of the internal combustion engine in a power output device or a vehicle provided with the internal combustion engine, the two electric motors, and a continuously variable transmission. <P>SOLUTION: The hybrid vehicle 20 comprises an engine starting mechanism 60 including an engine starting planetary gear mechanism PG 2 having a carrier 68 connected to a motor MG 1 through a decelerating planetary gear mechanism PG1, a ring gear 66 directly connected to a motor MG2, and a sun gear 65; and a one-way clutch CO capable of connecting a sun gear shaft 65a connected to the sun gear 65 of the planetary gear mechanism PG2 to a crankshaft 23 of an engine 22. The rotation of the sun gear 65 is stopped when the motors MG1 and MG2 have the same rotating speed. The one-way clutch CO connects the sun gear shaft 65a to the crankshaft 23 when the sun gear 65 is rotated in the same direction as the crankshaft 23. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a power output device that outputs power to a drive shaft, and a vehicle having drive wheels connected to the drive shaft.

  Conventionally, a power output apparatus using an infinitely variable transmission (IVT) configured by combining a continuously variable transmission and a planetary gear mechanism is known (for example, see Patent Document 1). This power output device is used as a drive device for a hybrid vehicle connected to an engine, and includes a motor, a continuously variable transmission, a sun gear as a first input element, and a carrier as a second input element. And a planetary gear mechanism having a ring gear as an output element, a high clutch that engages and disengages the sun gear of the planetary gear mechanism with the output shaft of the device, and a low clutch that engages and disengages the ring gear of the planetary gear mechanism with the output shaft of the device. With. In this case, the input shaft of the continuously variable transmission is connected to the engine and to the carrier of the planetary gear mechanism through a parallel shaft type gear train. The output shaft of the continuously variable transmission is connected to the sun gear of the planetary gear mechanism and to the motor.

In this power output apparatus, a torque circulation mode is set in which torque circulation is generated in the continuously variable transmission by releasing the high clutch and engaging the low clutch. Under such a torque circulation mode, the sun gear is changed from a high speed (overdrive) rotation state of the input speed ratio Ai to a low speed of the input speed ratio Bi by changing the speed change state of the continuously variable transmission from the acceleration state to the deceleration state. It is possible to change the speed ratio of the ring gear connected to the output shaft of the device from the negative speed ratio Ao (reverse rotation state) to a certain speed increase speed ratio Bo by changing to the (underdrive) rotation state. . In addition, under the torque circulation mode, the torque from the motor is amplified by the continuously variable transmission, so that a large torque can be output to the output shaft, and the rotational speed on the output shaft side of the device is higher than that. Since the rotation speed of the motor becomes high, it becomes possible to execute energy regeneration by the motor in a rotation region with good regeneration efficiency. Further, in this power output device, the direct torque transmission mode is set by releasing the low clutch and engaging the high clutch when the sun gear and the ring gear are synchronized in rotation. Under this direct torque transmission mode, the speed ratio of the sun gear as an output element, that is, the output shaft of the device is changed to the constant speed ratio by changing the speed change state of the continuously variable transmission from the constant speed state to the speed increase state. It is possible to change from Ci to the high speed ratio Di. Further, under the direct torque transmission mode, the torque from the motor can be transmitted to the output shaft without going through the continuously variable transmission, so that it is possible to improve the transmission efficiency of the motor torque. The energy regeneration by the motor can be executed without causing a loss in the continuously variable transmission.
JP 2004-175320 A

  By the way, if one more motor is added to the power output device provided with the infinite transmission and the motor as described above, the power output device can be improved in performance and the two motors can be used. It is thought that the engine can be started without an alternator. However, not only the power output device including the internal combustion engine, the two motors, and the infinite transmission, but also the configuration and start procedure for starting the internal combustion engine in such a power output device are so specific. Is not disclosed.

  Therefore, the present invention provides a power output device including an internal combustion engine, two electric motors, and an infinite transmission, or a vehicle including this type of power output device, and the two electric motors when the internal combustion engine is stopped. The main purpose is to start the internal combustion engine more properly.

  The power output apparatus and the vehicle according to the present invention employ the following means in order to achieve the main object.

The power output device according to the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power;
A planetary gear mechanism having a first element, a second element, and a third element connected to the drive shaft; and a rotating element that rotates in conjunction with one of the first and second elements of the planetary gear mechanism. One of the rotating element and the other of the first and second elements of the planetary gear mechanism is a first power input element and the other is a second power input element, the planetary gear A power transmission mechanism in which the third element of the mechanism is a power output element;
An input shaft connected to the first power input element of the power transmission mechanism and an output shaft connected to the second power input element of the power transmission mechanism are input to the input shaft A continuously variable transmission capable of continuously shifting power and outputting to the output shaft;
A first electric motor capable of outputting power to the input shaft of the continuously variable transmission;
A second electric motor capable of outputting power to the first power input element of the power transmission mechanism;
Power storage means capable of exchanging power with the first and second electric motors;
First connection / disconnection means for performing connection and release of the connection between the engine shaft of the internal combustion engine and the rotation shaft of the second electric motor;
A second connection / disconnection means for connecting and releasing the connection between the rotary shaft of the second electric motor and the first power input element of the power transmission mechanism;
An engine starting planetary gear mechanism having a first input element coupled to the rotating shaft of the first electric motor, a second input element coupled to the rotating shaft of the second electric motor, and an output element; The transmission ratio between the rotation shaft of the first motor and the first input element and the transmission ratio between the rotation shaft of the second motor and the second input element are different and the first. An engine starting mechanism configured to prevent the output element from rotating in the same direction as the first and second electric motors when the rotational speeds of the second electric motor and the second electric motor are the same;
When the output element of the engine starting planetary gear mechanism does not rotate in the same direction as the engine shaft of the internal combustion engine, the output element is idled with respect to the engine shaft, and the output element of the engine starting planetary gear mechanism is Connecting means for connecting the output element and the engine shaft when rotating in the same direction as the engine shaft;
Is provided.

  In this power output device, the continuously variable transmission and the power transmission mechanism cooperate with each other when the rotating shaft of the second motor and the first power input element are connected by the second connection / disconnection means. Thus, a so-called infinite transmission (IVT) is configured, and the power from at least one of the first and second electric motors is divided from the power transmission mechanism and the continuously variable transmission and output to the drive shaft. Torque circulation is generated, and the gear ratio between the first power input elements (first and second motors) and the power output element (drive shaft) of the power transmission mechanism can be theoretically set to infinity. Therefore, in the state where the connection between the engine shaft of the internal combustion engine and the second electric motor is released by the first connection / disconnection means, the second electric motor and the first power of the power transmission mechanism are connected by the second connection / disconnection means. If the input element is connected, the torque from at least one of the first and second electric motors is amplified without rotating the internal combustion engine, especially when the rotational speed of the drive shaft is low, and a large torque is applied to the drive shaft. It can output efficiently. The power output apparatus is for starting an engine having a first input element connected to the rotating shaft of the first electric motor, a second input element connected to the rotating shaft of the second electric motor, and an output element. An engine starting mechanism including a planetary gear mechanism, and a connecting means capable of connecting an output element of the engine starting planetary gear mechanism and an engine shaft of the internal combustion engine. The engine starting mechanism has a gear ratio between the rotary shaft of the first electric motor and the first input element and a gear ratio between the rotary shaft of the second electric motor and the second input element are different. When the rotation speeds of the first and second motors are the same, the output element does not rotate in the same direction as the first and second motors, that is, the rotation of the output element stops or the output element The first and second electric motors are configured to rotate in the opposite direction. Further, the connecting means causes the output element of the planetary gear mechanism for starting the engine to idle with respect to the engine shaft when the output element of the planetary gear mechanism for starting the engine does not rotate in the same direction as the engine shaft of the internal combustion engine. When the engine rotates in the same direction as the engine shaft, both are coupled so that power is transmitted from the output element to the engine shaft. Thereby, in this power output device, when the connection between the engine shaft of the internal combustion engine and the second electric motor is released by the first connection / disconnection means and the operation of the internal combustion engine is stopped, the second For starting the engine by releasing the connection between the rotating shaft of the second motor and the first power input element by the connecting / disconnecting means and causing a difference in the rotational speed between the first motor and the second motor. If the output element of the planetary gear mechanism is rotated in the same direction as the engine shaft, the engine can be cranked by transmitting power from the output element of the engine starting planetary gear mechanism to the engine shaft. In this case, since the connection between the rotating shaft of the second motor and the first power input element is released by the second connection / disconnection means, the power from the first motor is transmitted to the power transmission mechanism. And the continuously variable transmission, and the difference between the rotational speeds of the first electric motor and the second electric motor can be generated while outputting to the drive shaft. Therefore, in this power output apparatus, it is possible to start the internal combustion engine easily and smoothly using two electric motors.

  The reduction ratio between the rotating shaft of the first electric motor and the first input element of the engine starting planetary gear mechanism is such that the rotating shaft of the second electric motor and the planetary gear mechanism for starting the engine The reduction ratio between the second input element and the second input element may be larger. Generally, in order to connect the engine shaft of the internal combustion engine and the rotation shaft of the second electric motor by the first connection / disconnection means after starting the internal combustion engine, the connection between the second electric motor and the first power input element is required. It is necessary to reduce the rotational speed of the second electric motor so that the second electric motor is rotationally synchronized with the engine shaft after the is released. On the other hand, if the reduction ratio between the first electric motor and the first input element is larger than the reduction ratio between the second electric motor and the second input element, the rotation of the second electric motor is performed. In a state where the connection between the shaft and the first power input element is released, the rotational speed of the first motor in the rotational direction of the engine shaft of the internal combustion engine is set to be higher than the rotational speed of the second motor in the rotational direction of the engine shaft. By making it higher, the output element of the planetary gear mechanism for starting the engine can be rotated in the direction of rotation of the engine shaft of the internal combustion engine. Therefore, in this power output device, after the connection between the rotating shaft of the second electric motor and the first power input element is released, the internal combustion engine is basically only decelerated by decelerating the second electric motor. Since ranking can be performed, it is possible to execute the process from the start of the stopped internal combustion engine so that the power from the internal combustion engine can be used without any waste.

  Further, the gear ratio of the engine starting planetary gear mechanism, the reduction ratio between the rotation shaft of the first electric motor and the first input element of the engine starting planetary gear mechanism, and the second electric motor. The reduction gear ratio between the rotation shaft of the engine and the planetary gear mechanism for starting the engine is the planetary gear for starting the engine when the rotation speeds of the first and second motors are the same. The rotational speed of the output element of the mechanism may be set to a value of zero. Thus, if a difference is caused in the rotational speed between the first and second motors in a state in which the connection between the rotary shaft of the second motor and the first power input element is released, the planetary gear for starting the engine Since the output element of the mechanism immediately rotates in the direction of rotation of the engine shaft of the internal combustion engine, the internal combustion engine can be started quickly.

  In addition, the power output device further includes other connection / disconnection means for executing connection and release of the connection between the first power input element of the power transmission mechanism and the input shaft of the continuously variable transmission. May be. Thus, if the connection between the first power input element of the power transmission mechanism and the input shaft of the continuously variable transmission is released by the other connection / disconnection means, the input shaft of the continuously variable transmission is driven by the first electric motor. Can be rotated independently of the rotation of the first power input element. Then, by controlling the rotation of the first electric motor connected to the input shaft of the continuously variable transmission, and further appropriately changing the speed change state of the continuously variable transmission, the first power input element of the power transmission mechanism and It is possible to reduce the gear ratio with the power output element, that is, the drive shaft (increase the speed increasing ratio).

  In this case, the power output device may further include a fixing unit that can fix the output shaft of the continuously variable transmission device in a non-rotatable manner. As a result, the motor is decelerated while the connection between the first power input element of the power transmission mechanism and the input shaft of the continuously variable transmission is released by the other connection / disconnection means, and the output shaft of the continuously variable transmission If the rotation is stopped, the element fixing means can fix the output shaft of the continuously variable transmission and the elements of the planetary gear mechanism of the power transmission mechanism connected to the output shaft in a non-rotatable manner. In this state, the power from the second electric motor can be transmitted to the drive shaft via the power transmission mechanism without using the continuously variable transmission.

  Further, the first electric motor may be disposed between the first power input element of the power transmission mechanism and the continuously variable transmission, and the other connection / disconnection means may include the power transmission mechanism. A third connection / disconnection means for executing connection / disconnection of the first power input element and the rotation shaft of the first motor, and the rotation shaft of the first motor and the continuously variable transmission. It may include a fourth connection / disconnection means for executing connection of the apparatus with the input shaft and release of the connection. Thus, if the connection between the first power input element of the power transmission mechanism and the rotating shaft of the first motor is released by the third connection / disconnection means, the input shaft of the continuously variable transmission and the first power input Can be disconnected from the element. Further, the connection between the first power input element and the rotating shaft of the first motor is released by the third connecting / disconnecting means, and the rotating shaft of the first motor is continuously variable by the fourth connecting / disconnecting means. If the motor is decelerated to stop the rotation of the output shaft of the continuously variable transmission with the input shaft of the transmission connected, the power transmission connected to the output shaft of the continuously variable transmission by the element fixing means The elements of the planetary gear mechanism of the mechanism can be fixed non-rotatably. Then, with the output shaft of the continuously variable transmission fixed in a non-rotatable manner, the second connecting / disconnecting means connects the rotating shaft of the second electric motor and the first power input element and If the first power input element of the power transmission mechanism and the rotating shaft of the first motor are connected by the connection / disconnection means, the power from both the first and second motors is transmitted via the power transmission mechanism. It can be transmitted to the drive shaft. As a result, the power from the first and second electric motors can be efficiently transmitted to the drive shaft while eliminating the loss in the continuously variable transmission, and the performance of the power output device can be further improved. When the power from both the first and second electric motors is transmitted to the drive shaft via the power transmission mechanism in this way, the rotation shaft of the second electric motor and the first power input element When the connection is released and a difference in rotational speed between the first motor and the second motor is generated, power is transmitted from the output element of the engine starting planetary gear mechanism to the engine shaft to crank the internal combustion engine. It becomes possible to do.

  The rotating shafts of the first and second electric motors, the first and second connection / disconnection means, and the other connection / connection means are arranged with the engine starting mechanism and the connection means. Each may be formed hollow so that a space is defined. Thus, if the engine starting mechanism and the connecting means are arranged in a space defined inside the rotating shafts of the first and second electric motors, the power output device can be made more compact.

  Further, the connecting means may include a one-way clutch.

  The planetary gear mechanism of the power transmission mechanism may include a sun gear, a ring gear, and a planetary carrier connected to the drive shaft, and the rotating element is interlocked with the ring gear of the planetary gear mechanism. The ring gear may rotate in the opposite direction, the rotating element is the first power input element, the sun gear is the second power input element, and the planetary carrier is the It may be a power output element. Such a configuration is suitable for a vehicle that travels mainly by driving the front wheels.

  Further, the planetary gear mechanism of the power transmission mechanism may include a sun gear, a ring gear, and a planetary carrier connected to the drive shaft, and the rotating element is interlocked with the ring gear of the planetary gear mechanism. The planetary carrier may be the first power input element, the rotation element may be the second power input element, and the sun gear may be the power that rotates in the same direction as the ring gear. It may be an output element. Such a configuration is suitable for a vehicle that mainly travels by driving the rear wheels.

The vehicle according to the present invention is
A vehicle having drive wheels coupled to a drive shaft,
An internal combustion engine capable of outputting power;
A planetary gear mechanism having a first element, a second element, and a third element connected to the drive shaft; and a rotating element that rotates in conjunction with one of the first and second elements of the planetary gear mechanism. One of the rotating element and the other of the first and second elements of the planetary gear mechanism is a first power input element and the other is a second power input element, the planetary gear A power transmission mechanism in which the third element of the mechanism is a power output element;
An input shaft connected to the first power input element of the power transmission mechanism and an output shaft connected to the second power input element of the power transmission mechanism are input to the input shaft A continuously variable transmission capable of continuously shifting power and outputting to the output shaft;
A first electric motor capable of outputting power to the input shaft of the continuously variable transmission;
A second electric motor capable of outputting power to the first power input element of the power transmission mechanism;
Power storage means capable of exchanging power with the first and second electric motors;
First connection / disconnection means for performing connection and release of the connection between the engine shaft of the internal combustion engine and the rotation shaft of the second electric motor;
A second connection / disconnection means for connecting and releasing the connection between the rotary shaft of the second electric motor and the first power input element of the power transmission mechanism;
An engine starting planetary gear mechanism having a first input element coupled to the rotating shaft of the first electric motor, a second input element coupled to the rotating shaft of the second electric motor, and an output element; The transmission ratio between the rotation shaft of the first motor and the first input element and the transmission ratio between the rotation shaft of the second motor and the second input element are different and the first. An engine starting mechanism configured to prevent the output element from rotating in the same direction as the first and second electric motors when the rotational speeds of the second electric motor and the second electric motor are the same;
When the output element of the engine starting planetary gear mechanism does not rotate in the same direction as the engine shaft of the internal combustion engine, the output element is idled with respect to the engine shaft, and the output element of the engine starting planetary gear mechanism is Connecting means for connecting the output element and the engine shaft when rotating in the same direction as the engine shaft;
Is provided.

  In this vehicle, when the connection between the engine shaft of the internal combustion engine and the second electric motor is released by the first connection / disconnection means and the operation of the internal combustion engine is stopped, the second connection / disconnection means is used. Output of the planetary gear mechanism for starting the engine by releasing the connection between the rotation shaft of the second motor and the first power input element and causing a difference in the rotation speed between the first motor and the second motor. If the element rotates in the same direction as the engine shaft, the engine can be cranked by transmitting power from the output element of the engine starting planetary gear mechanism to the engine shaft. In this case, since the connection between the rotating shaft of the second motor and the first power input element is released by the second connection / disconnection means, the power from the first motor is transmitted to the power transmission mechanism. And the continuously variable transmission, and the difference between the rotational speeds of the first electric motor and the second electric motor can be generated while outputting to the drive shaft. Therefore, in this vehicle, the internal combustion engine can be started easily and smoothly using two electric motors.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 that is a vehicle according to an embodiment of the present invention. The hybrid vehicle 20 shown in the figure is configured as a front-wheel drive vehicle, and includes an engine 22, two motors MG1 and MG2, a battery 35 capable of exchanging electric power with the motors MG1 and MG2, a belt-type continuously variable transmission unit ( (Hereinafter referred to as “CVT”) 40, a power transmission mechanism 50 including a three-element planetary gear mechanism PG0 and a drive gear (rotating element) 55, and a hybrid electronic control unit (hereinafter referred to as “hybrid”) that controls the entire hybrid vehicle 20. 70 ”etc.). Among these elements, the CVT 40 and the power transmission mechanism 50 cooperate with each other to constitute a so-called infinite transmission.

  The engine 22 is an internal combustion engine that receives a supply of hydrocarbon fuel such as gasoline or light oil and outputs power by rotating in one direction basically, and is an engine electronic control unit (hereinafter referred to as “engine ECU”). The fuel injection amount, ignition timing, intake air amount, and the like are controlled by 24. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 such as a crank position sensor (not shown) attached to a crankshaft 23 serving as an engine shaft and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

  The motor MG1 and the motor MG2 both operate as generators and are synchronous generator motors of the same specifications in an embodiment that can operate as an electric motor, and are connected to a battery 35 that is a secondary battery via an inverter 31 and 32 and electric power. Communicate. The power line 39 connecting the inverters 31 and 32 and the battery 35 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 31 and 32, and the electric power generated by one of the motors MG1 and MG2 is supplied to the other. It can be consumed with the motor. Therefore, the battery 35 is charged / discharged according to the electric power consumed or generated by at least one of the motors MG1, MG2, and charging / discharging is performed if the balance of electric power is balanced by the motors MG1, MG2. Will not be. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 30. The motor ECU 30 receives signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 33 and 34 for detecting the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The detected phase current applied to the motors MG1 and MG2 is input, and the motor ECU 30 outputs switching control signals and the like to the inverters 31 and 32. Further, the motor ECU 30 executes a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 33 and 34, and calculates rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. Further, the motor ECU 30 communicates with the hybrid ECU 70, and controls the drive of the motors MG1 and MG2 based on a control signal from the hybrid ECU 70 and the hybrid ECU 70 receives data on the operation state of the motors MG1 and MG2 as necessary. Output.

  The battery 35 is configured as a nickel hydride secondary battery or a lithium ion secondary battery in the embodiment, and is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 36. The battery ECU 36 receives signals necessary for managing the battery 35, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 35, and a power line 39 connected to the output terminal of the battery 35. A charging / discharging current from an attached current sensor (not shown), a battery temperature Tb from a temperature sensor (not shown) attached to the battery 35, and the like are input. Further, the battery ECU 36 outputs data related to the state of the battery 35 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Then, in order to manage the battery 35, the battery ECU 36 of the embodiment calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor, or determines the battery 35 based on the remaining capacity SOC. The charge / discharge required power Pb * is calculated, or the input limit Win as the charge allowable power that is the power allowed for charging the battery 35 based on the remaining capacity SOC and the battery temperature Tb, and the battery 35 is allowed to discharge. The output limit Wout as discharge allowable power, which is power, is calculated. The input / output limits Win and Wout of the battery 35 set basic values of the input / output limits Win and Wout based on the battery temperature Tb, and output correction correction coefficients based on the remaining capacity (SOC) of the battery 35. It can be set by setting a correction coefficient for input restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The CVT 40 includes a hollow primary shaft 41 as a driving side rotating shaft (input shaft) and a secondary shaft as a driven side rotating shaft (output shaft) that extends in parallel with the primary shaft 41 and is connected to the planetary gear mechanism PG0. 42, a primary pulley 43 provided for the primary shaft 41, a secondary pulley 44 provided for the secondary shaft 42, and a belt 47 wound around the primary pulley 43 and the secondary pulley 44. . The primary pulley 43 includes a fixed sheave formed integrally with the primary shaft 41 and a movable sheave supported on the primary shaft 41 through a ball spline or the like so as to be slidable in the axial direction. A hydraulic cylinder (hydraulic actuator) 45 for changing the groove width of the primary pulley 43 is formed behind the movable sheave of the primary pulley 43. In the embodiment, the hydraulic cylinder 45 is formed in a hollow shape, and has a hole portion that communicates with the central hole portion of the primary shaft 41 and opens rearward. The secondary pulley 44 includes a fixed sheave formed integrally with the secondary shaft 42 and a movable sheave supported by the secondary shaft 42 slidably in the axial direction via a ball spline, a return spring, or the like. . A hydraulic cylinder (hydraulic actuator) 46 for changing the groove width of the secondary pulley 44 is formed behind the movable sheave of the secondary pulley 44. Further, in the CVT 40 of the embodiment, a cancel plate (not shown) that defines a cancel chamber is provided behind the hydraulic cylinder 46 with respect to the secondary pulley 44. By introducing the working fluid into the cancel chamber defined by the cancel plate or the like, the centrifugal oil pressure acting on the hydraulic cylinder 46 can be canceled by the centrifugal oil pressure acting on the working fluid in the cancel chamber. Then, for the hydraulic cylinder 45 on the primary pulley 43 side, the hydraulic cylinder 46 on the secondary pulley 44 side, and the cancel chamber, the working fluid boosted by an electric oil pump (not shown) is adjusted by a hydraulic circuit 48 including a plurality of control valves. Supplied after being pressurized, thereby changing the groove widths of the primary pulley 43 and the secondary pulley 44 and allowing the power input to the primary shaft 41 to be output to the secondary shaft 42 while continuously shifting the power. It becomes. The hydraulic circuit 48 is controlled by an electronic control unit for CVT (hereinafter referred to as “CVTECU”) 49. The CVT ECU 49 communicates with the hybrid ECU 70 and receives the rotational speed Ni of the primary shaft 41 and the rotational speed No of the secondary shaft 42 detected by a rotational position detection sensor (not shown), and receives control signals and rotational speeds Ni, A drive signal to the hydraulic circuit 48 is generated and output so that the speed ratio γ by the CVT 40 is set to a target value based on No or the like. Further, the CVT ECU 49 outputs data related to the CVT 40 to the hybrid ECU 70 as necessary. The CVT 40 is not limited to the hydraulic circuit 48 as a drive source, and may be driven by an actuator other than the hydraulic circuit 48 such as an electric actuator.

  The planetary gear mechanism PG 0 meshes with the sun gear 51 and the ring gear 52 while engaging with the sun gear (first element) 51 of the external gear, the ring gear (second element) 52 of the internal gear arranged concentrically with the sun gear 51. And a planetary carrier (third element, hereinafter simply referred to as “carrier”) 54 that holds the plurality of pinion gears 53 so as to rotate and revolve freely. The planetary gear mechanism PG0 performs a differential action with the sun gear 51, the ring gear 52, and the carrier 54 as rotational elements, and constitutes a power transmission mechanism 50 together with the drive gear 55. The sun gear 51, which is the first element of the planetary gear mechanism PG0, is connected to the secondary shaft 42 of the CVT 40 described above. Further, external teeth are formed on the outer periphery of the ring gear 52, which is the second element of the planetary gear mechanism PG0, and the external teeth of the ring gear 52 mesh with a drive gear 55 as a rotating element that is an external gear. Thus, the ring gear 52 can rotate in the direction opposite to the drive gear 55 in conjunction with the drive gear 55. In the embodiment, the drive gear 55 has the same number of external teeth as the ring gear 52 (same module) and is fixed to the hollow drive gear shaft 25. Furthermore, a carrier shaft 54a as a drive shaft is connected to the carrier 54 that is the third element of the planetary gear mechanism PG0. The power output to the carrier shaft 54a is finally output from the carrier shaft 54a to the left and right wheels (front wheels) DW that are driving wheels via the gear train 56 and the differential gear 57. Ring gear 52 may be connected to drive gear 55 via a gear train or a belt including a plurality of gears. In the power transmission mechanism 50 including the planetary gear mechanism PG0 and the drive gear 55 as described above, the drive gear 55 as the rotation element is used as the first power input element and the first element of the planetary gear mechanism PG0. A certain sun gear 51 is a second power input element, and a carrier 54 that is a third element of the planetary gear mechanism is a power output element.

  As shown in FIG. 1, the crankshaft 23 of the engine 22 is connected to one end (right end in the figure) of a hollow rotary shaft MS2 fixed to the rotor of the motor MG2 via a damper (not shown) and a clutch C1. The other end (left end in the figure) of the rotation shaft MS2 of the motor MG2 is connected to one end (right end in the figure) of the hollow drive gear shaft 25 (drive gear 55) via the clutch C2. Furthermore, the other end (left end in the figure) of the drive gear shaft 25 is connected to one end (right end in the figure) of the hollow rotary shaft MS1 fixed to the rotor of the motor MG1 via the clutch C3. The other end (left end in the figure) of the rotation shaft MS1 of the motor MG1 is connected to the hollow primary shaft 41 of the CVT 40 via the clutch C4.

  The clutch C1 of the embodiment can be engaged with both an engaging portion provided at one end of a shaft fixed to the damper and an engaging portion provided at one end (right end in the drawing) of the rotation shaft MS2 of the motor MG2. And a dog clutch including an annular movable engagement member that is moved back and forth in the axial direction of the crankshaft 23 and the rotary shaft MS2 by an electromagnetic, electric or hydraulic actuator (not shown). Thus, when the clutch C1 is turned on, the crankshaft 23 of the engine 22 and the rotation shaft MS2 of the motor MG2 can be connected. When the clutch C1 is turned off, the crankshaft 23 and the rotation shaft MS2 of the motor MG2 are connected. Can be disconnected. In addition, the clutch C2 of the embodiment includes an engagement portion provided at the other end (left end in the drawing) of the rotation shaft MS2 of the motor MG2 and an engagement portion provided at one end (right end in the drawing) of the drive gear shaft 25. And a dog clutch that includes an annular movable engaging member that can be moved back and forth in the axial direction of the rotary shaft MS2 and the drive gear shaft 25 by an electromagnetic, electric, or hydraulic actuator (not shown). ing. Thus, when clutch C2 is turned on, rotation shaft MS2 of motor MG2 and drive gear shaft 25 (drive gear 55) can be connected, and when clutch C2 is turned off, rotation shaft MS2 of motor MG2 and drive gear shaft 25 are connected. The connection with the shaft 25 can be released. Further, the clutch C3 according to the embodiment includes an engagement portion provided at the other end (left end in the drawing) of the drive gear shaft 25 and an engagement provided at one end (right end in the drawing) of the hollow rotation shaft MS1 of the motor MG1. As a dog clutch including an annular movable engagement member that can be engaged with both of the parts and can be moved back and forth in the axial direction of the drive gear shaft 25 and the rotary shaft MS1 by an electromagnetic, electric or hydraulic actuator (not shown). It is configured. As a result, when the clutch C3 is turned on, the drive gear shaft 25 and the rotation shaft MS1 of the motor MG1 can be connected, and when the clutch C3 is turned off, the drive gear shaft 25 and the rotation shaft MS1 of the motor MG1 are connected. It can be canceled. The clutch C4 of the embodiment is provided at the engagement portion provided at the other end (left end in the drawing) of the hollow rotation shaft MS1 of the motor MG1 and at the end portion (right end in the drawing) of the hollow primary shaft 41. A dog clutch including an annular movable engaging member that can be engaged with both of the engaging portions and can be moved back and forth in the axial direction of the rotary shaft MS1 and the primary shaft 41 by an electromagnetic, electric, or hydraulic actuator (not shown). It is configured as. As a result, when the clutch C4 is turned on, the rotation shaft MS1 of the motor MG1 and the primary shaft 41 of the CVT 40 can be connected, and when the clutch C4 is turned off, the connection between the rotation shaft MS1 of the motor MG1 and the primary shaft 41 is established. It can be canceled.

  In addition to these clutches C1 to C4, the hybrid vehicle 20 of the embodiment is provided with a brake B1 for fixing the secondary shaft 42 of the CVT 40 and the sun gear 51, which is the first element of the planetary gear mechanism PG0, in a non-rotatable manner. It has been. In the embodiment, the brake B1 is engageable with both an engaging portion provided at one end (left end in the drawing) of the secondary shaft 42 of the CVT 40 and an engaging portion fixed to a transmission case (not shown). The dog clutch is configured to include a movable engagement member that is moved back and forth in the axial direction of the secondary shaft 42 by an electromagnetic, electric, or hydraulic actuator that does not. Accordingly, the secondary shaft 42 and the sun gear 51 are fixed to be non-rotatable by turning on the brake B1 and engaging the movable engagement member with both the engagement portion of the secondary shaft 42 and the engagement portion on the transmission case side. And the CVT 40 can be locked. As described above, if the clutches C1 to C4 and the brake B1 are configured as dog clutches, it becomes possible to connect or disconnect the target members with less loss. However, it goes without saying that the clutches C1 to C4 and the brake B1 may be configured as a general pressure-bonding clutch or brake such as a hydraulically driven multi-plate clutch.

  Here, a procedure for setting an infinite gear ratio by the CVT 40 and the power transmission mechanism 50 (the planetary gear mechanism PG0 and the drive gear 55) as an infinite transmission will be described with reference to FIG. In FIG. 2, the 55 axis represents the rotational speed Nd of the drive gear 55 and the drive gear shaft 25 that matches the rotational speed Ne of the engine 22 and the rotational speed Nm2 of the motor MG2, and the 41 axis represents the rotational speed Nm1 of the motor MG1. The rotation speed Ni of the primary shaft 41 of the CVT 40 coincides with the R axis, the rotation speed Nr of the ring gear 52 of the planetary gear mechanism PG0, and the C and 54a axes of the planetary gear mechanism PG0 corresponding with the rotation speed of the carrier shaft 54a. The rotation speed Nc of the carrier 54, and the S and 42 axes indicate the rotation speed Ns of the sun gear 51 of the planetary gear mechanism PG0 that matches the rotation speed No of the secondary shaft 42 of the CVT 40, respectively. In these drawings, ρ represents the gear ratio of the planetary gear mechanism PG0 (the number of teeth of the sun gear 51 / the number of teeth of the ring gear 52).

  As shown in FIG. 2, the clutches C1 and C2 are turned on to connect the crankshaft 23 of the engine 22, the rotation shaft MS2 of the motor MG2, and the drive gear shaft 25 (drive gear 55), and the clutches C3 and C4 are turned on. When drive gear shaft 25 (drive gear 55), rotation shaft MS1 of motor MG1 and primary shaft 41 of CVT 40 are connected, torque Td is applied to drive gear shaft 25, torque Ts is applied to sun gear 51, and ring gear is provided. It is assumed that torque Tr acts on 52 and torque Tc acts on the carrier 54. Further, if the transmission ratio by CVT 40 is γ (= Ni / Ns = Nm1 / Ns), the following equations (1) to (3) relating to the torque balance are established, and the following equations (4) to (4) When the relational expression regarding the rotational speed of 6) is established and these expressions (1) to (6) are arranged, the following relational expressions (7) to (10) are obtained. Expression (7) represents a gear ratio α between a drive gear (rotating element) 55 that is a first power input element of the power transmission mechanism 50 and a carrier 54 (carrier shaft 54a) that is a power output element. Is. The gear ratio α becomes infinite when the gear ratio γ by the CVT 40 matches the gear ratio ρ of the planetary gear mechanism PG0 (γ = ρ). At this time, the drive gear 55 is rotating at any rotational speed. The carrier 54 stops without rotating, and the torque acting on each element of the planetary gear mechanism PG0 is theoretically infinite, as can be seen from the equations (8) to (10). Accordingly, when the drive gear shaft 25 is connected to the motor MG2 and the engine 22 (crankshaft 23) and the motor MG1 and CVT40 (primary shaft 41) by the clutches C1 to C4, the drive gear is driven by the power from the engine 22 and the like. If the CVT 40 is controlled so that the gear ratio γ by the CVT 40 matches the gear ratio ρ of the planetary gear mechanism PG0 even if the motor 55 is rotating, the rotation of the carrier shaft 54a as the drive shaft is stopped and the hybrid vehicle 20 is It can be maintained in a stopped state. Further, as can be seen from FIG. 2, if the engine 22 or the like is operated in a state where the drive gear shaft 25, the motor MG2, and the engine 22 are connected, the drive gear 55 as a rotating element is connected to the crankshaft of the engine 22. The ring gear 52 of the planetary gear mechanism PG0 that rotates in the same direction as the gear 23 and meshes with the drive gear 55 rotates in the opposite direction to the drive gear 55. At this time, the carrier 54 that is an output element of the planetary gear mechanism PG0 rotates in the same direction or in the opposite direction to the drive gear 55 depending on the rotation direction of the sun gear 51 that is the first input element of the planetary gear mechanism PG0. In the embodiment, the carrier 54 of the planetary gear mechanism PG0 is opposite to the drive gear 55 from the viewpoint of suppressing the rotation speed of each element (particularly the sun gear 51) of the planetary gear mechanism PG0 from becoming excessive. When rotating in the same direction as the ring gear 52, a carrier shaft 54a as a drive shaft connected (directly connected) to a carrier 54 as an output element rotates forward, and a gear train 56 and a differential gear 57 are connected to the carrier shaft 54a. The wheel DW, which is a drive wheel connected through the like, rotates in the direction in which the hybrid vehicle 20 moves forward.

Tr = Tc / (1 + ρ) (1)
Ts = ρ ・ Tc / (1 + ρ) (2)
Td = Ts / γ-Tr (3)
Nr = (1 + ρ) ・ Nc-ρ ・ Ns (4)
Nd = γ · Ns (5)
Nr = -Nd (6)
Nd / Nc = (1 + ρ) / (ρ / γ-1) = α (7)
Tc = Td · (1 + ρ) / (ρ / γ-1) (8)
Ts = Td · ρ / (ρ / γ-1) (9)
Tr = Td / (ρ / γ-1) (10)

  In the hybrid vehicle 20 of the embodiment, as described above, the rotation shafts MS1 and MS2 of the motors MG1 and MG2, the drive gear shaft 25, the primary shaft 41 of the CVT 40, and the clutches C1 to C4 are formed hollow. As shown in FIGS. 1 and 3, an engine starting mechanism 60 and a one-way clutch CO that are used when starting the engine 22 are disposed inside the rotary shafts MS1, MS2, the drive gear shaft 25, and the like. . The engine starting mechanism 60 includes a reduction planetary gear mechanism (deceleration means) PG1 corresponding to the motor MG1, and an engine starting planetary gear mechanism PG2 corresponding to the motor MG2.

  The reduction planetary gear mechanism PG1 meshes with the sun gear 61 and the ring gear 62 while engaging with the sun gear 61 (fixed element) of the external gear, the ring gear 62 (input element) of the internal gear arranged concentrically with the sun gear 61. Is a single pinion type planetary gear mechanism having a plurality of pinion gears 63 that mesh with the carrier and a carrier 64 (output element) that holds the plurality of pinion gears 63 so as to rotate and revolve. As shown in FIG. 3, the sun gear 61 of the reduction planetary gear mechanism PG1 is disposed coaxially with the rotation shaft MS1 (rotor) of the motor MG1 and passes through the rotation shaft MS1 and the primary shaft 41 of the CVT 40. It is fixed in a non-rotatable manner to a transmission case (not shown) through a shaft or the like protruding from the hydraulic cylinder 45 to the outside. Further, the outer periphery of the ring gear 62 of the reduction planetary gear mechanism PG1 is fixed to the inner peripheral surface of the rotation shaft MS1 (rotor), so that the ring gear 62 can rotate integrally with the rotation shaft MS1. Furthermore, a transmission shaft 64a extends toward the motor MG2 side (right side in the figure) from the right end in the figure of the carrier 64 of the reduction planetary gear mechanism PG1.

  The engine starting planetary gear mechanism PG2 meshes with a sun gear 65 (output element) as an external gear, a ring gear 66 (second input element) as an internal gear disposed concentrically with the sun gear 65, and the sun gear 65. In addition, this is a single pinion type planetary gear mechanism having a plurality of pinion gears 67 that mesh with the ring gear 66 and a carrier 68 (first input element) that holds the plurality of pinion gears 67 so as to rotate and revolve. As shown in FIG. 3, the sun gear 65 that is an output element of the engine starting planetary gear mechanism PG2 is disposed coaxially with the rotation shaft MS2 (rotor) of the motor MG2, and the engine 22 within the rotation shaft MS2. It is connected to the crankshaft 23 of the engine 22 via a sun gear shaft 65a extending toward the side (right side in the figure), a one-way clutch CO, and a damper (not shown). Further, the outer periphery of the ring gear 66 that is the second input element of the engine starting planetary gear mechanism PG2 is fixed to the inner peripheral surface of the rotation shaft MS2 (rotor), whereby the ring gear 66 is integrated with the rotation shaft MS2. Can be rotated. Further, the carrier 68 of the engine starting planetary gear mechanism PG2 is connected to a transmission shaft 64a extending from the carrier 64 of the deceleration planetary gear mechanism PG1.

  As described above, the carrier 68, which is the first input element of the engine starting planetary gear mechanism PG2, is connected to the rotation shaft MS1 of the motor MG1 via the speed reducing planetary gear mechanism PG1 and is connected to the engine starting planetary gear mechanism PG2. Since the ring gear 66 that is the second input element is directly connected to the rotation shaft MS1 of the motor MG1, the gear ratio (reduction ratio) between the rotation shaft MS1 of the motor MG1 and the carrier 68 of the planetary gear mechanism PG2 for starting the engine. ) Becomes larger than the gear ratio (reduction ratio) between the rotation shaft MS2 of the motor MG2 and the ring gear 66. That is, in the embodiment, the power from the motor MG1 is transmitted to the carrier 68 of the engine starting planetary gear mechanism PG2 after being decelerated by the reduction planetary gear mechanism PG1, and the ring gear 66 of the engine starting planetary gear mechanism PG2 is transmitted. In this case, the power from the motor MG2 is directly transmitted. In the embodiment, the gear ratio ρ2 of the engine starting planetary gear mechanism PG2, the reduction ratio between the rotation shaft MS1 of the motor MG1 and the carrier 68 of the engine starting planetary gear mechanism PG2, and the rotation shaft MS2 of the motor MG2. When the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are equal to each other, the output ratio of the planetary gear mechanism PG2 for starting the engine A certain sun gear 65 (sun gear shaft 65a) is determined to stop without rotating in the same direction as the motors MG1 and MG2 (so that the rotational speed becomes 0) (see FIG. 2). That is, in the above embodiment, since the reduction ratio between the motor MG2 and the ring gear 66 is 1, the reduction ratio between the motor MG1 and the carrier 68, that is, the gear ratio ρ1 of the reduction planetary gear mechanism PG1 is When the gear ratio ρ2 of the engine starting planetary gear mechanism PG2 is determined, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are the same, and the rotational speed of the sun gear 65 that is the output element of the engine starting planetary gear mechanism PG2 is a value. It can be determined based on the rotation speed of the carrier 68 when it becomes zero.

  The one-way clutch CO includes a plurality of rollers that can roll with respect to a shaft (crankshaft 23) fixed to a damper, a retainer that can hold each roller in a freely rolling manner, and an output element of an engine starting planetary gear mechanism PG2. The sun gear shaft 65a extended from the sun gear 65 is fixed and the sun gear shaft 65a rotates in the rotational direction of the engine 22 at a rotational speed higher than the rotational speed Ne of the crankshaft 23 (engine 22). Including an outer race (both not shown) that has a rotation restricting portion that is capable of restricting rotation of the roller in contact with the rotating roller, and between the two rotating elements when the rotating directions of the two rotating elements are the same. The torque is transmitted between the two rotating elements when the rotational directions of the two rotating elements are different. It has a feature that is not. Thereby, when the rotation direction of the sun gear shaft 65a extended from the sun gear 65 of the engine starting planetary gear mechanism PG2 is opposite to the rotation direction of the engine 22 (when reversely rotating with respect to the crankshaft 23), When the rotation of the sun gear shaft 65a is stopped and the rotation speed of the sun gear shaft 65a in the rotation direction of the engine 22 is equal to or lower than the rotation speed Ne of the crankshaft 23, each roller of the one-way clutch CO corresponds to the corresponding retainer. Since the sun gear shaft 65a rotates without contacting the rotation restricting portion, the sun gear shaft 65a can rotate independently of the crankshaft 23, that is, can idle with respect to the crankshaft 23. On the other hand, when the rotational speed of the sun gear shaft 65a in the rotational direction of the engine 22 is higher than the rotational speed Ne of the crankshaft 23, each roller of the one-way clutch CO is brought into contact with and locked with a corresponding rotation restricting portion of the retainer. For this reason, the sun gear shaft 65a and the crankshaft 23 rotate together. That is, the one-way clutch CO rotates the sun gear shaft 65a (sun gear 65) with respect to the crankshaft 23 when the sun gear 65 of the engine starting planetary gear mechanism PG2 does not rotate in the same direction as the crankshaft 23. When rotating in the same direction as the shaft 23, both are coupled so that power is transmitted from the sun gear shaft 65 a (sun gear 65) to the crankshaft 23. The sun gear shaft 65a may be coupled to the crankshaft 23 using a coupling element such as a ratchet instead of the one-way clutch CO.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, an input / output port and a communication port (not shown), etc. in addition to the CPU 72. . The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. The accelerator pedal position Acc from the accelerator pedal position sensor 84, the brake pedal stroke BS from the brake pedal stroke sensor 86 for detecting the depression amount (stroke) of the brake pedal 85, and the vehicle speed V from the vehicle speed sensor 87 are input via the input port. Is done. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 30, the battery ECU 36, and the CVTECU 49 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 30, the battery ECU 36, and the CVTECU 49. To do. The hybrid ECU 70 also controls actuators (not shown) of the clutches C1 to C4 and the brake B1.

  When the hybrid vehicle 20 configured as described above travels, the hybrid ECU 70 (required driving force setting means) drives the vehicle based on the accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83 by the driver and the vehicle speed V. A required torque (required driving force) to be output to the carrier shaft 54a as the shaft is set, and a torque based on the required torque (for example, a value obtained by limiting the required torque by the input / output limitation of the battery 35) Is a value that matches the required torque), the operating point of the engine 22, the torque command for the motor MG1 and the motor MG2, and the target gear ratio of the CVT 40 are set. The engine 22 operating point, the torque command for the motor MG1 and the motor MG2, and the control signal indicating the target gear ratio are transmitted from the hybrid ECU 70 to the engine ECU 24, the motor ECU 30, and the CVT ECU 49. Each ECU individually controls engine 22, motors MG1 and MG2, and CVT 40 according to control signals from hybrid ECU 70, respectively. Further, the hybrid ECU 70 performs on / off control of the clutches C1 to C4 and the brake B1 as necessary. The operation control mode in the hybrid vehicle 20 includes a reverse travel mode, a low speed forward travel mode, a medium speed transition mode, a cruise travel mode, a high speed travel mode, etc., as shown in FIG. A traveling mode and a motor traveling mode in which the engine 22 is stopped and the motor MG1 and MG2 are used to output power to the carrier shaft 54a as a drive shaft are included.

  Next, the operation of the hybrid vehicle 20 will be specifically described. Here, with reference to FIGS. 5 to 14, first, an example of an operation when the hybrid vehicle 20 travels with the operation of the engine 22 will be described.

  When the ignition switch 80 is turned on by the driver while the hybrid vehicle 20 is stopped, the engine is controlled under the overall control of the hybrid ECU 70 except when the hybrid vehicle 20 is started under the motor travel mode. 22 start-up processing is executed. Here, when the hybrid vehicle 20 is stopped, as shown in FIG. 5, at least the clutch C2 is turned off and the clutch C1 is turned on to disconnect the motor MG2 and the engine 22 connected to each other from the drive gear shaft 25. The engine 22 can be cranked by the motor MG2 to start the engine 22. Further, since the hybrid vehicle 20 of the embodiment has the engine starting mechanism 60 and the one-way clutch CO as described above, the engine 22 can be operated even when all of the clutches C1 to C4 are turned off as shown in FIG. Can be started by cranking. When the engine 22 is started with all the clutches C1 to C4 turned off as described above, as shown in FIG. 7, the ring gear 62 of the reduction planetary gear mechanism PG1 and the ring gear 66 of the engine start planetary gear mechanism PG2 Are rotated in the rotational direction of the engine 22, and the motor MG1 and MG2 are controlled so that the rotational speed Nm1 of the motor MG1 (rotational speed of the ring gear 62) is higher than the rotational speed Nm2 of the motor MG2 (rotational speed of the ring gear 66). do it. As a result, the sun gear 65, which is the output element of the engine starting planetary gear mechanism PG2, rotates in the same direction as the engine 22. Therefore, the motor MG2 is connected from the sun gear shaft 65a to the crankshaft 23 of the engine 22 via the one-way clutch CO. Torque (cranking torque) from the engine 22 can be transmitted, and the engine 22 can be cranked. When cranking of the engine 22 is started, the fuel injection control and ignition control are started by the engine ECU 24 at a predetermined timing. Further, when the complete explosion of the engine 22 is confirmed, the rotation speed Nm2 of the motor MG2 is adjusted so as to coincide with the rotation speed Ne of the engine 22, and the clutch C1 is turned on when the rotation of the engine 22 and the motor MG2 is synchronized. Is done. As described above, when the engine starting mechanism 60 (and the one-way clutch CO) is used with all of the clutches C1 to C4 turned off, the torque from the motor MG2 is amplified by the engine starting planetary gear mechanism PG2 and the crankshaft. Therefore, the engine 22 is started more smoothly and quickly while reducing the load on the motor MG2 than when the engine 22 is started using only the motor MG2 without using the engine start mechanism 60. It becomes possible.

  After the engine 22 is started and the clutch C1 is turned on as described above, the motor MG2 and the motor MG2 are set so that the rotational speed Nm2 of the motor MG2 and the rotational speed Ne of the engine 22 become a predetermined starting rotational speed. While the engine 22 is controlled and the clutches C3 and C4 are turned on, the rotational speed Nd of the drive gear 55 (drive gear shaft 25) (the rotational speed Ni of the primary shaft 41 and the rotational speed Nm1 of the motor MG1) starts. The motors MG1 and CVT 40 are controlled so as to coincide with the rotational speed of the hour and to maintain the carrier shaft 54a as the drive shaft in a stopped state. Then, when the drive gear shaft 25 and the motor MG2 are rotationally synchronized, the clutch C2 is turned on and both are connected. It is preferable that the rotational speed of the drive gear shaft 25 (the engine 22 or the motor MG2) when starting is a rotational speed at which the engine 22 can be operated efficiently (fuel consumption) and a relatively large torque can be obtained. Hereinafter, as shown in FIG. 8, all of the clutches C <b> 1 to C <b> 4 are turned on, and the drive gear 55 that is the first power input element of the power transmission mechanism 50 and the carrier 54 (carrier shaft 54 a) that is the power output element. The state in which the transmission gear ratio α is set to substantially infinite and the rotational speed Nd (rotational speed Ne, Nm2) of the drive gear 55 is set to the rotational speed at the start is “ "Neutral state". In addition, FIG. 9 shows an example of a collinear diagram that mainly represents a dynamic relationship between rotational speeds of the rotating elements of the CVT 40 and the power transmission mechanism 50 in the neutral state with a thick solid line. As can be seen from FIG. 9, in the neutral state during operation of the engine 22, the ring gear 52 of the planetary gear mechanism PG0 rotates in the opposite direction to the drive gear 55 and the rotational speed of the carrier 54 (carrier shaft 54a) as an output element. Since Nc has a value of 0, the sun gear 51 (second power input element) of the planetary gear mechanism PG0 rotates in the same direction as the drive gear 55 (first power input element). In the neutral state, it is not always necessary to output torque to both the motors MG1 and MG2. Therefore, a torque command for at least one of the motors MG1 and MG2 is set to a value 0, and at least any of the motors MG1 and MG2 is set. One of them may be driven by the engine 22.

  When the engine 22 is started and the neutral state is set as described above, the driver sets the shift position to the D position for normal driving and depresses the accelerator pedal 83 to set the hybrid vehicle 20 to “low speed”. It is possible to start in the forward direction under the “forward travel mode”. In addition, the driver sets the shift position to the R position for reverse travel under the neutral state and depresses the accelerator pedal 83 to start the hybrid vehicle 20 in the reverse direction under the “reverse travel mode”. Can be made. Therefore, after describing the “reverse travel mode”, the “low speed forward travel mode”, “medium speed transition mode”, “cruising travel mode”, “high speed travel mode” and “high output travel mode” will be described in order. To do.

[Reverse drive mode]
When the R position is set by the driver under the neutral state and the accelerator pedal 83 is depressed, the hybrid ECU 70 makes the gear ratio γ by the CVT 40 smaller than the gear ratio ρ of the planetary gear mechanism PG0, that is, A control signal is given to CVT ECU 49 so that the secondary shaft 42 and the sun gear 51 of the planetary gear mechanism PG0 are further accelerated by the CVT 40. The CVT ECU 49 controls the hydraulic circuit 48 so that the groove width of the secondary pulley 44 of the CVT 40 is increased (the diameter is decreased) or the groove width of the primary pulley 43 is decreased (the diameter is increased) according to a control signal from the hybrid ECU 70. Control. As a result, as indicated by a two-dot chain line in FIG. 9, the rotational speed Ns of the sun gear 51 in the same direction as the rotational direction of the drive gear 55 increases, and the carrier 54 (carrier shaft 54a) that is the output element of the power transmission mechanism 50 Since the drive gear 55 rotates in the same direction as the rotation direction of the drive gear 55, the hybrid vehicle 20 can travel in the reverse direction by reversing the carrier shaft 54a as the drive shaft. At this time, as can be seen from the above equation (8), the torque (Td) output from the engine 22 or the like to the drive gear shaft 25 is amplified and directed upward on the carrier shaft 54a as the drive shaft in FIG. Will be output. As described above, in the hybrid vehicle 20 of the embodiment, it is possible to output a large torque to the carrier shaft 54a as the drive shaft while operating the engine 22 efficiently during backward travel. Therefore, in the hybrid vehicle 20 of the embodiment, it is possible to further improve the energy efficiency and torque characteristics during reverse travel. Of course, even in the reverse travel mode, for example, when the driver depresses the accelerator pedal 83 to request a large torque, at least one of the motors MG1 and MG2 is assisted to assist the engine 22. Alternatively, the drive torque may be output.

[Low-speed forward travel mode]
When the driver sets the D position under the neutral state and the accelerator pedal 83 is depressed, the hybrid ECU 70 determines that the gear ratio γ by the CVT 40 is larger than the gear ratio ρ of the planetary gear mechanism PG0, that is, A control signal is given to the CVT ECU 49 so that the secondary shaft 42 and the sun gear 51 of the planetary gear mechanism PG0 are further decelerated by the CVT 40. The CVT ECU 49 reduces the groove width of the secondary pulley 44 of the CVT 40 (increases the diameter) or increases the groove width of the primary pulley 43 (increases the diameter) in accordance with a control signal from the hybrid ECU 70 (in FIG. 8). The hydraulic circuit 48 is controlled. As a result, as indicated by a broken line in FIG. 9, the rotational speed Ns of the sun gear 51 in the same direction as the rotational direction of the drive gear 55 decreases, and the carrier 54 (carrier shaft 54a) that is the output element of the power transmission mechanism 50 Since the vehicle rotates in the direction opposite to that of the drive gear 55, the hybrid vehicle 20 can be started in the forward direction by causing the carrier shaft 54a as the drive shaft to rotate forward. At this time, as can be seen from the above equation (8), the torque (Td) output from the engine 22 or the like to the drive gear shaft 25 is amplified and applied downward to the carrier shaft 54a as the drive shaft in FIG. Will be output. Thus, in the hybrid vehicle 20 of the embodiment, when starting in the forward direction, it is possible to output a large torque to the carrier shaft 54a as the drive shaft while operating the engine 22 efficiently. Therefore, in the hybrid vehicle 20, energy efficiency and torque characteristics at the time of start can be further improved. Then, after starting, the hybrid vehicle 20 is controlled as shown by a thin solid line in FIG. 9 while outputting a large torque to the carrier shaft 54a as a drive shaft by controlling the CVT 40 so that the gear ratio γ becomes larger. It can be accelerated in the forward direction. Further, under the low speed forward travel mode, the operating point of the engine 22 is changed while adjusting the speed ratio γ of the CVT 40 to increase the torque from the engine 22, or the engine 22 is connected to at least one of the motors MG1 and MG2. If the drive torque is output so as to assist, the torque characteristics in the low-speed forward travel mode can be further improved. Such a low-speed forward traveling mode is continued until the first transition condition including that the speed ratio γ by the CVT 40 has decreased to a predetermined value (for example, the maximum speed ratio) is satisfied. The driving mode of the automobile 20 shifts from the low-speed forward traveling mode to the medium-speed transition mode.

[Medium speed transition mode]
When the first transition condition is satisfied according to the operation of the accelerator pedal 83 by the driver, the hybrid ECU 70 sends a control signal to the actuator of the clutch C3 so that the connection between the drive gear shaft 25 and the motor MG1 is released. give. If the clutch C3 is thus turned off and the connection between the drive gear shaft 25 and the motor MG1 is released, the primary shaft 41 can be rotated independently of the drive gear shaft 25, and the hybrid ECU 70 can change the gear ratio by the CVT 40. The operating point of the engine 22 is such that γ is maintained at the predetermined value, the rotational speed Nm1 (rotational speed Ni) of the motor MG1 is reduced, and torque based on the required torque is output to the carrier shaft 54a as the drive shaft. Also, torque commands for motor MG1 and motor MG2 and a target gear ratio for CVT 40 are set. Engine ECU 24, motor ECU 30, and CVTECU 49 control engine 22, motors MG1, MG2, and CVT 40 in accordance with control signals from hybrid ECU 70, respectively. As a result, as indicated by the broken line in FIG. 10, the rotational speed Ns of the sun gear 51 of the planetary gear mechanism PG0 connected to the motor MG1 via the CVT 40 decreases as the motor MG1 decelerates. The planetary gear mechanism PG0 connected to the secondary shaft 42 of the CVT 40 by temporarily stopping the motor MG1 as shown by the solid line in the figure while increasing the rotational speed (vehicle speed V) of 54a to the forward rotation side (forward movement side). The rotational speed Ns of the sun gear 51 can be made zero. Note that, under the medium speed transition mode, the motor MG1 generates power because it outputs a downward torque in FIG. 10, and the electric power generated by the motor MG1 is mainly used for charging the battery 35. If necessary, it is used for driving the motor MG2. When the hybrid vehicle 20 is decelerated under the medium speed transition mode, the hybrid ECU 70 maintains the speed ratio γ by the CVT 40 at the predetermined value and increases the rotational speed Nm1 (rotational speed Ni) of the motor MG1 ( The operation point of the engine 22, the torque command of the motors MG1 and MG2, and the target gear ratio of the CVT 40 are set so that torque based on the required torque is output to the carrier shaft 54a as the drive shaft. Further, when the rotational speed Nm1 of the motor MG1 is reduced under the medium speed transition mode, the rotational speed of the carrier 68 of the planetary gear mechanism PG2 for engine start is also reduced (see FIG. 2 etc.). The sun gear 65 (sun gear shaft 65a) that is the output element of the planetary gear mechanism PG2 rotates in the direction opposite to the rotation direction of the crankshaft 23. Therefore, under the medium speed transition mode, the sun gear shaft 65a idles with respect to the crankshaft 23 by the action of the one-way clutch CO.

[Cruising mode]
When the motor MG1 connected to the primary shaft 41 of the CVT 40 is stopped and the rotation of the sun gear 51 of the planetary gear mechanism PG0 connected to the secondary shaft 42 of the CVT 40 is stopped under the medium speed transition mode described above. As shown in FIG. 11, the brake B1 can be turned on to fix the secondary shaft 42 and the sun gear 51 in a non-rotatable manner and to lock the CVT 40. If the sun gear 51 of the planetary gear mechanism PG0 is fixed so as not to rotate in this way, the torque output to the drive gear shaft 25 by the engine 22 or the like without using the CVT 40 is used as shown in FIG. 55 and the planetary gear mechanism PG0 can be transmitted to the carrier shaft 54a as the drive shaft. For this reason, in the hybrid vehicle 20 of the embodiment, the driving state before the rotation of the motor MG1 and the sun gear 51 of the planetary gear mechanism PG0 is stopped under the medium speed transition mode and the driver's request (for example, accelerator opening degree) If the Acc and the degree of variation thereof satisfy the second transition condition, the brake B1 is turned on by the hybrid ECU 70 while the motor MG1 is stopped, the CVT 40 is locked, and the driving mode shifts from the medium speed transition mode to cruise. Transition to mode. Under this cruise transition mode, the hybrid ECU 70 sets a torque command for the operating point of the engine 22 and the motor MG2 so that torque based on the required torque is output to the carrier shaft 54a as the drive shaft, and the engine ECU 24 The motor ECU 30 controls the engine 22 and the motor MG2 in accordance with control signals from the hybrid ECU 70, respectively. As a result, the power output to the drive gear shaft 25 by the engine 22 or the like can be relatively efficiently transmitted to the carrier shaft 54a as the drive shaft while eliminating the loss in the CVT 40 under the cruise travel mode. It becomes possible to further improve the energy efficiency. In this cruise travel mode, from the viewpoint of securing the remaining capacity of the battery 35, the engine 22 may be basically operated at an operation point at which the engine 22 can be efficiently operated and power may be output only to the engine 22. The drive torque may be output to the motor MG2 so as to assist the engine 22 as necessary. Further, the battery 35 may be charged with the electric power generated by the motor MG2 by causing the motor MG2 to generate electric power using a part (or all) of the power from the engine 22. Further, while the motor MG1 is stopped under the cruise traveling mode, the sun gear 65 (sun gear shaft 65a), which is the output element of the engine starting planetary gear mechanism PG2, stops rotating and the crankshaft is operated by the action of the one-way clutch CO. Idling with respect to 23.

[High-speed driving mode]
When the motor MG1 is stopped and the rotation of the sun gear 51 of the planetary gear mechanism PG0 is stopped under the above-described medium speed transition mode, a third transition condition different from the second transition condition is satisfied. When the vehicle is in a cruising mode, or when the driver requests a gentle acceleration, the driving mode of the hybrid vehicle 20 shifts from the medium speed transition mode or the cruising mode to the high speed mode. When shifting the operation mode of the hybrid vehicle 20 to the high-speed driving mode, the hybrid ECU 70 uses the actuator of the brake B1 so that the sun gear 51 of the planetary gear mechanism PG0 and the CVT 40 are unlocked if the brake B1 is turned on. Give a control signal. Thus, with the clutch C3 and the brake B1 turned off (see FIG. 12), the hybrid ECU 70 operates in a direction opposite to that when the motor MG1 executes the low-speed forward travel mode or the like, that is, the ring gear 52 or the carrier 54 of the planetary gear mechanism PG0. The engine 22 operating point, the torque command for the motors MG1 and MG2, and the target gear ratio of the CVT 40 are set so that torque based on the required torque is output to the carrier shaft 54a as the drive shaft. Engine ECU 24, motor ECU 30, and CVTECU 49 control engine 22, motors MG1, MG2, and CVT 40 in accordance with control signals from hybrid ECU 70, respectively. That is, in a state where the connection between the drive gear shaft 25 and the motor MG1 is released by the clutch C3, the primary shaft 41 can be rotated in the direction opposite to the drive gear shaft 25 by the motor MG1, and in FIG. As indicated by the solid line, if the rotational speed Nm1 (rotational speed Ni) of the motor MG1 is increased in the opposite direction to the drive gear 55, that is, in the same direction as the ring gear 52 of the planetary gear mechanism PG0, the secondary shaft 42 of the CVT 40 The sun gear 51 of the connected planetary gear mechanism PG0 can be rotated in the opposite direction to the drive gear 55, that is, in the same direction as the ring gear 52 and the carrier 54, and the rotation speed Ns can be increased. In addition, as indicated by the white arrow in FIG. 12, the gear ratio γ by the CVT 40 can be further reduced by reducing the groove width of the primary pulley 43 of the CVT 40 or increasing the groove width of the secondary pulley 44. For example, as indicated by a two-dot chain line in FIG. 13, the rotational speed Ns of the sun gear 51 of the planetary gear mechanism PG <b> 0 can be further increased in the direction opposite to the rotational direction of the drive gear 55. The higher the rotational speed Ns in the direction opposite to the drive gear 55 of the sun gear 51 of the planetary gear mechanism PG0, the higher the gear ratio α between the drive gear 55 and the carrier 54, that is, the carrier shaft 54a as the drive shaft. The rotational speed on the forward rotation side of the carrier shaft 54a, that is, the vehicle speed V can be increased by decreasing the speed (increasing the speed increasing ratio). Under such a high-speed traveling mode, the viewpoint of securing the remaining capacity of the battery 35 when there is little need to output a large torque to the carrier shaft 54a as the drive shaft, particularly when cruising at a very high speed. Then, the motor MG2 may be caused to generate power using part (or all) of the power from the engine 22, and the motor MG1 may be driven by the power generated by the motor MG2, or the battery 35 may be charged. . Of course, even in the high-speed driving mode, when the remaining capacity of the battery 35 is sufficient, the motor MG1 is driven by the power from the battery 35 and the engine 22 is operated at an operating point at which the engine 22 can be efficiently operated. However, the drive torque may be output to the motor MG2 so as to assist the engine 22 constantly or as necessary. While the motor MG1 rotates in the same direction as the ring gear 52 and the carrier 54 under the high-speed traveling mode, the sun gear 65 (sun gear shaft 65a) that is the output element of the engine starting planetary gear mechanism PG2 rotates the crankshaft 23. It rotates in the direction opposite to the direction and idles with respect to the crankshaft 23 by the action of the one-way clutch CO.

[High power running mode]
When the motor MG1 is stopped and the rotation of the sun gear 51 of the planetary gear mechanism PG0 is stopped under the above-described medium speed transition mode, a fourth transition condition different from the second and third transition conditions is present. When established or when the driver makes a steep acceleration request under the cruise driving mode, the driving mode of the hybrid vehicle 20 shifts from the medium speed transition mode or the cruise driving mode to the high output driving mode. To do. When the operation mode of the hybrid vehicle 20 is shifted to the high output travel mode, the hybrid ECU 70 causes the operation point of the engine 22 and the motors MG1 and MG2 to output torque based on the required torque to the carrier shaft 54a as the drive shaft. If the brake B1 is not turned on while the torque command is set to the control signal, a control signal is given to the actuator of the brake B1 so that the sun gear 51 and the CVT 40 of the planetary gear mechanism PG0 are locked, and the brake B1 is further turned on. A control signal is applied to the clutch C4 so that the motor MG1 is disconnected from the CVT 40. When the brake B1 is turned on and the clutch C4 is turned off, the hybrid ECU 70 synchronizes the rotation of the motor MG1 with the drive gear 55 and outputs torque based on the required torque to the carrier shaft 54a as the drive shaft. A torque command for the operating point of the engine 22 and the motors MG1 and MG2 is set. Then, the hybrid ECU 70 gives a control signal to the clutch C3 so that the rotation shaft MS1 of the motor MG1 and the drive gear shaft 25 are connected when the motor MG1 is rotationally synchronized with the drive gear 55, as shown in FIG. After the clutch C3 is turned on, a torque command for the operation point of the engine 22 and the motors MG1 and MG2 is set so that torque based on the required torque is output to the carrier shaft 54a as the drive shaft. During this time, the engine ECU 24 and the motor ECU 30 control the engine 22 and the motors MG1 and MG2 in accordance with control signals from the hybrid ECU 70, respectively. As a result, under the high-power running mode, the power output from the engine 22 and all of the motors MG1 and MG2 to the drive gear shaft 25 is used as the drive shaft via the planetary gear mechanism PG0 while eliminating the loss in the CVT 40. Therefore, it is possible to further improve the acceleration performance and the like when the hybrid vehicle 20 is traveling at high speed. As shown in FIG. 14, when the clutch C4 is turned off and the clutches C1 to C3 are turned on, instead of outputting the drive torque to assist the engine 22 to both the motors MG1 and MG2, as described above. The motor MG1 may be driven by the electric power generated by the motor MG2 by causing the motor MG2 to generate power using a part of the power from the engine 22. Further, while the rotational speed Nm1 of the motor MG1 and the rotational speed Nm2 of the motor MG2 are the same under the high-power traveling mode, the sun gear 65 (sun gear shaft 65a) that is the output element of the engine starting planetary gear mechanism PG2 is used. The rotation speed is zero.

  As described above, in the hybrid vehicle 20 according to the embodiment, the rotational speed Ns of the sun gear 51 of the planetary gear mechanism PG0 is continuously changed within a range including the value 0, so that each element of the planetary gear mechanism PG0 (particularly the first gear) While suppressing excessive rotation speed of the sun gear 51), which is an element, the carrier shaft 54a as a drive shaft can be rotated forward and backward, that is, the hybrid vehicle 20 can travel in the forward and reverse directions, The gear ratio width between the drive gear 55, that is, the engine 22 or the motors MG1 and MG2 and the carrier shaft 54a as the drive shaft during forward traveling can be increased. Up to this point, the operation when the hybrid vehicle 20 is accelerated in the forward direction has been described with reference to FIGS. 5 to 14. However, when the hybrid vehicle 20 traveling at a high speed is decelerated, the basic operation is as follows. Therefore, the engine 22, the motors MG1, MG2, CVT 40, the clutches C1 to C4, and the brake B1 may be controlled according to a procedure reverse to the above procedure.

[Motor drive mode]
Next, a motor travel mode in which the hybrid vehicle 20 travels while outputting power from at least one of the motors MG1 and MG2 to the carrier shaft 54a serving as a drive shaft while the engine 22 is stopped will be described.

  In the hybrid vehicle 20 of the embodiment, as shown in FIG. 15, the clutch MG1 is turned off and the clutches C2 to C4 are turned on so that the connection between the crankshaft 23 of the engine 22 and the motor MG2 is released. And the rotational speed Nd of the drive gear shaft 25 is set to a predetermined value so that at least one of MG2 outputs power to the drive gear shaft 25, and the drive gear 55 and the carrier 54 (carrier shaft 54a) are set using the CVT 40. ), The “neutral state” in the motor operation mode can be set. If the CVT 40 is controlled so that the gear ratio γ becomes smaller than the gear ratio ρ of the planetary gear mechanism PG0 under such a neutral state, the carrier shaft 54a as the drive shaft is reversed to move the hybrid vehicle 20 in the reverse direction. It is possible to travel in reverse mode (reverse motor travel mode). At this time, the torque (Td) output from at least one of the motors MG1 and MG2 to the drive gear shaft 25 is amplified and output to the carrier shaft 54a as the drive shaft. If both MGs 2 output power to the drive gear shaft 25, it is possible to output a large torque to the carrier shaft 54a as the drive shaft when traveling in the reverse direction under the motor travel mode. Become. Further, if the CVT 40 is controlled so that the gear ratio γ is larger than the gear ratio ρ of the planetary gear mechanism PG0 under the neutral state, the hybrid vehicle 20 moves forward by rotating the carrier shaft 54a as the drive shaft in the normal direction. It is possible to travel in the direction (low speed forward motor travel mode). At this time, the torque (Td) output from at least one of the motors MG1 and MG2 to the drive gear shaft 25 is amplified and output to the carrier shaft 54a as the drive shaft. If both MGs 2 output power to the drive gear shaft 25, a large torque is output from the carrier shaft 54a as the drive shaft when traveling (starting) in the forward direction under the motor travel mode. Is possible.

  If the motor MG2 outputs torque based on the required torque to the carrier shaft 54a as the drive shaft while traveling in the state shown in FIG. 15 (under the low speed forward motor traveling mode). The clutch C3 is turned off to release the connection between the drive gear shaft 25 and the motor MG1, and the rotational speed Nm1 (rotational speed Ni) of the motor MG1 is reduced to reduce the secondary shaft 42 of the CVT 40 and the sun gear 51 of the planetary gear mechanism PG0. Can be stopped. When the motor MG1 is stopped and the rotation of the secondary shaft 42 and the sun gear 51 of the planetary gear mechanism PG0 is stopped, the brake B1 is turned on to fix the secondary shaft 42 and the sun gear 51 so that they cannot rotate as shown in FIG. At the same time, if the CVT 40 is locked, the power output to the drive gear shaft 25 by the motor MG2 can be transmitted to the carrier shaft 54a as the drive shaft relatively efficiently while losing the loss in the CVT 40 (cruising motor). Driving mode). Further, while traveling in the state shown in FIG. 16 (under the cruise motor traveling mode), the motor MG2 outputs torque based on the required torque to the carrier shaft 54a as the drive shaft while When C4 is turned off and motor MG1 is disconnected from CVT 40 and motor MG1 is rotationally synchronized with drive gear 55, clutch C3 is turned on to connect drive gear shaft 25 and motor MG1 as shown in FIG. Is possible. Thus, after the clutch C3 is turned on, the power output from both the motors MG1 and MG2 to the drive gear shaft 25 is eliminated via the planetary gear mechanism PG0 while eliminating the loss in the CVT 40, and the carrier shaft 54a as the drive shaft Thus, the acceleration performance and high-speed travel performance of the hybrid vehicle 20 in the motor travel mode can be improved (high output motor travel mode). Further, when the clutches C2 and C4 are turned on and the clutches C1, C3 and the brake B1 are turned off, the rotational speed Nm1 (rotational speed Ni) of the motor MG1 is set in the same manner as in the high-speed traveling mode during operation of the engine 22. By increasing the direction of rotation of the drive gear 55 in the opposite direction and further changing the gear ratio γ of the CVT 40 as appropriate, the drive gear 55, which is the first power input element of the power transmission mechanism 50, and the power output element are used. It is also possible to increase the rotational speed on the forward rotation side of the carrier shaft 54a, i.e., the vehicle speed V, by reducing the gear ratio α between the carrier shaft 54a and the carrier shaft 54a as the drive shaft (increasing the speed increasing ratio). Yes (high speed motor travel mode). While such a motor travel mode is executed, the clutch C1 is always turned off and the connection between the crankshaft 23 of the engine 22 and the motor MG2 is released, so that the motor MG1 and Power from at least one of MG2 can be output to the carrier shaft 54a as a drive shaft.

  In addition, in the hybrid vehicle 20 of the embodiment, as shown in FIGS. 18 and 19, if the clutch C2 is turned off to disconnect the drive gear shaft 25 and the motor MG2, the engine 22 and the motor MG2 are simultaneously connected to the motor MG1. It can be separated from etc. Accordingly, when the clutch C2 is turned off and the connection between the drive gear shaft 25 and the motor MG2 is released, as shown in FIG. 18, if the clutches C3 and C4 are turned on and the brake B1 is turned off. The power from only the motor MG1 can be divided from the drive gear 55 and the CVT 40, output to the planetary gear mechanism PG0, and transmitted to the carrier shaft 54a as the drive shaft. Further, when the clutch C2 is turned off and the connection between the drive gear shaft 25 and the motor MG2 is released, as shown in FIG. 19, the clutch C4 is turned off and the clutch C3 and the brake B1 are turned on. The power from only the motor MG1 can be transmitted to the carrier shaft 54a as the drive shaft via the drive gear 55 and the planetary gear mechanism PG0. Then, with the clutch C2 turned off and the clutch C1 turned on, the motor MG2 generates power using all of the power from the engine 22, and the obtained power is used to drive the motor MG1, or the obtained power is The hybrid vehicle 20 can be made to function as a so-called series type hybrid vehicle by charging the battery 35 and driving the motor MG1 with the electric power from the battery 35.

  On the other hand, when starting the engine 22 stopped under the motor travel mode, if the clutch C3 is turned on, the clutch C3 is turned off and the connection between the drive gear shaft 25 and the motor MG2 is released. . Further, if the motor MG2 is operated, the motor MG2 is controlled so that the rotational speed Nm2 is decreased, and the motor MG2 is once stopped. Next, when the motor MG2 stops, the clutch C1 is turned on, the crankshaft 23 of the engine 22 and the motor MG2 are connected, and the motor MG1 is output so that torque based on the required torque is output to the carrier shaft 54a as the drive shaft. (And CVT 40) are controlled, and motor MG2 is controlled to crank engine 22 using the electric power from battery 35. Then, fuel injection control and ignition control by the engine ECU 24 are started at a predetermined timing after the start of cranking of the engine 22, and when the complete explosion of the engine 22 is confirmed, the carrier shaft 54a as the drive shaft has the required torque. The engine 22 and the motors MG1 and MG2 (CVT 40) are controlled so that the torque based on them is output and the drive gear shaft 25 and the motor MG2 (crankshaft 23) are rotationally synchronized. Thereafter, when the motor MG2 and the drive gear shaft 25 are synchronized with each other, the clutch C2 is turned on. When the clutch C2 is turned on, control for running the hybrid vehicle 20 with the operation of the engine 22 is started. Will be.

  Further, when the hybrid vehicle 20 is traveling under the state shown in FIG. 15, that is, the reverse motor traveling mode or the low speed forward motor traveling mode, or under the state illustrated in FIG. The engine 22 can be started using the engine starting mechanism 60 described above. When starting the engine 22 when the hybrid vehicle 20 is traveling in the reverse motor traveling mode or the low speed forward motor traveling mode, the hybrid ECU 70 causes the motor MG2 to remain in synchronization with the motor MG1 and the motor MG2. After executing torque replacement processing so that the motor MG1 outputs the output torque, a control signal is given to the actuator of the clutch C2 so that the connection between the motor MG2 and the drive gear shaft 25 is released. After the clutch C2 is thus turned off, the hybrid ECU 70 sets the torque command of the motor MG1 and the target gear ratio of the CVT 40 so that torque based on the required torque is output to the carrier shaft 54a as the drive shaft, and at least the motor The torque command of the motor MG2 is set so that the rotational speed Nm1 of the motor MG1 becomes higher than the rotational speed Nm2 of the motor MG2 by reducing the rotational speed Nm2 of MG2. As a result, as shown in FIG. 20, the sun gear 65, which is the output element of the engine starting planetary gear mechanism PG2, rotates in the same direction as the engine 22. Therefore, the engine 22 is driven from the sun gear shaft 65a via the one-way clutch CO. The torque from the motor MG2 (cranking torque) can be transmitted to the crankshaft 23 of the engine 22 and the engine 22 can be cranked. Then, fuel injection control and ignition control by the engine ECU 24 are started at a predetermined timing after the cranking of the engine 22 is started. Further, when the complete explosion of the engine 22 is confirmed, the rotation speed Nm2 of the motor MG2 is adjusted so as to coincide with the rotation speed Ne of the engine 22, and the clutch C1 is turned on when the rotation of the engine 22 and the motor MG2 is synchronized. Is done. Thus, by using the engine starting mechanism 60 (and the one-way clutch CO), basically, after the clutch C2 is turned off to start the engine 22, the engine 22 is basically decelerated only by decelerating the motor MG2. Cranking is possible. This eliminates the need to temporarily stop the motor MG2 as compared with the case where the clutch C1 is turned on and cranking of the engine 22 is started. In this case as well, the torque from the motor MG2 is amplified by the engine starting planetary gear mechanism PG2 and output to the crankshaft 23. Therefore, the engine MG2 alone is used without using the engine starting mechanism 60. As compared with the case where the engine 22 is started, the engine 22 can be started smoothly and quickly while reducing the load on the motor MG2.

  Also, when the engine 22 is started when the hybrid vehicle 20 is traveling in the state shown in FIG. 17, that is, in the high-output motor traveling mode, the hybrid ECU 70 keeps the motor MG1 and the motor MG2 rotationally synchronized. After executing torque replacement processing so that the motor MG1 outputs the torque output by the motor MG2, a control signal is sent to the actuator of the clutch C2 so that the connection between the motor MG2 and the drive gear shaft 25 is released. give. After the clutch C2 is thus turned off, the hybrid ECU 70 sets a torque command for the motor MG1 so that torque based on the required torque is output to the carrier shaft 54a as the drive shaft, and at least sets the rotational speed Nm2 of the motor MG2. The torque command of the motor MG2 is set so that the rotational speed Nm1 of the motor MG1 becomes higher than the rotational speed Nm2 of the motor MG2 by lowering. As a result, as shown in FIG. 20, the sun gear 65, which is the output element of the engine starting planetary gear mechanism PG2, rotates in the same direction as the engine 22. Therefore, the engine 22 is driven from the sun gear shaft 65a via the one-way clutch CO. The torque (cranking torque) from the motor MG2 can be transmitted to the crankshaft 23 of the engine 22 and the engine 22 can be cranked. When the complete explosion of the engine 22 is confirmed, the rotational speed Nm2 of the motor MG2 is adjusted so as to coincide with the rotational speed Ne of the engine 22, and the clutch C1 is turned on when the rotation of the engine 22 and the motor MG2 is synchronized. Is done. As described above, by using the engine starting mechanism 60 (and the one-way clutch CO), the hybrid vehicle 20 can be smoothly and extremely reduced while reducing the burden on the motor MG2 even when the hybrid vehicle 20 is traveling under the high-output motor traveling mode. The engine 22 can be started quickly.

[Other operations]
Since the hybrid vehicle 20 of the embodiment has two motors MG1 and MG2, when the brake pedal 85 is depressed by the driver during traveling, the kinetic energy is generated by regeneration of at least one of the motors MG1 and MG2. Can be output to the carrier shaft 54a serving as the drive shaft to output braking force (braking torque). When at least the clutches C2 to C4 are turned on and the brake pedal 85 is depressed by the driver, the clutch C3 is turned off and the connection between the drive gear shaft 25 and the motor MG1 is released. Energy can be efficiently recovered by both motors MG1 and MG2 by controlling MG2 independently. That is, when the brake pedal 85 is depressed by the driver, the clutch C3 is turned off and the rotational speed Nm1 of the motor MG1 is kept high by using the CVT 40, so that regenerative braking cannot be executed normally. Even when the rotational speed of the carrier shaft 54a, that is, the vehicle speed V is decreased, the energy recovery by the motor MG1 is continued, and thereby the energy efficiency of the hybrid vehicle 20 can be improved. When the brake pedal 85 is depressed by the driver while the crankshaft 23 of the engine 22 and the motor MG2 are connected by the clutch C1, the clutch C1 is turned off and the crankshaft 23 of the engine 22 and the motor MG2 are not connected. The connection may be released, and braking torque (engine braking) due to friction of the engine 22 may be used while the clutch C1 is kept on.

  As described above, in the hybrid vehicle 20 of the embodiment, the CVT 40 and the power transmission mechanism 50 are configured so that at least the clutches C2 and C3 are turned on and the rotation shafts MS1 and MS2 of the motors MG1 and MG2 and the first power input element. When a certain drive gear 55 is connected, they cooperate with each other to form a so-called infinite transmission (IVT), and power from at least one of the motors MG1 and MG2 is transmitted to the power transmission mechanism 50 and the CVT 40. The torque is circulated by dividing the output from the motor and output to the carrier shaft 54a, and the drive gear 55 (motors MG1, MG2) which is the first power input element of the power transmission mechanism 50 and the carrier 54 which is the power output element, that is, the drive The gear ratio α between the shaft and the carrier shaft 54a can be theoretically set to infinity. Accordingly, if the clutch C2 and the motor MG2 and the drive gear 55 are connected by the clutch C2 and C3 in a state where the connection between the crankshaft 23 of the engine 22 and the motor MG2 is released by the clutch C1, the engine 22 is not rotated. In particular, when the rotational speed Nc of the carrier shaft 54a, that is, the vehicle speed V is low, it is possible to amplify torque from at least one of the motors MG1 and MG2 and efficiently output large torque to the carrier shaft 54a. In addition, the hybrid vehicle 20 of the embodiment includes a carrier 68 as a first input element coupled to the rotation shaft MS1 of the motor MG1, and a ring gear 66 as a second input element coupled to the rotation shaft MS2 of the motor MG2. An engine starting mechanism 60 including an engine starting planetary gear mechanism PG2 having a sun gear 65 as an output element, the sun gear 65 (sun gear shaft 65a) of the engine starting planetary gear mechanism PG2, and the crankshaft 23 of the engine 22 can be connected. One-way clutch CO. Engine starting mechanism 60 has a reduction ratio between rotation axis MS1 of motor MG1 and carrier 68 and a reduction ratio between rotation axis MS2 of motor MG2 and ring gear 66, and rotation speed Nm1 of motors MG1 and MG2. When Nm2 and Nm2 are the same, the sun gear 65 does not rotate in the same direction as the motors MG1 and MG2, that is, the rotation of the sun gear 65 stops or the sun gear 65 rotates in the opposite direction to the motors MG1 and MG2. Configured as follows. Further, the one-way clutch CO is configured such that when the sun gear 65 of the engine starting planetary gear mechanism PG2 does not rotate in the same direction as the crankshaft 23 of the engine 22 (when the rotation is stopped or during reverse rotation), the sun gear 65 is The sun gear 65 is coupled so that power is transmitted from the sun gear shaft 65 a to the crankshaft 23 when the sun gear 65 rotates in the same direction as the crankshaft 23. Thus, in the hybrid vehicle 20, when the connection between the crankshaft 23 of the engine 22 and the motor MG2 is released by the clutch C1 and the operation of the engine 22 is stopped, the rotation shaft MS2 of the motor MG2 by the clutch C2 is The sun gear 65 of the engine starting planetary gear mechanism PG2 rotates in the same direction as the crankshaft 23 by releasing the connection with the drive gear 55 and causing a difference in the rotational speeds Nm1 and Nm2 between the motor MG1 and the motor MG2. By doing so, it becomes possible to crank the engine 22 by transmitting power from the sun gear 65 (sun gear shaft 65a) to the crankshaft 23. At this time, since the connection between the rotation shaft MS2 of the motor MG2 and the drive gear 55 is released by the clutch C2, the power from the motor MG1 is divided from the power transmission mechanism 50 and the CVT 40 to thereby generate the carrier shaft 54a. The difference in rotational speed between the motor MG1 and the motor MG2 can be generated. Therefore, in hybrid vehicle 20, engine 22 can be started easily and smoothly using motors MG1 and MG2.

  In the engine starting mechanism 60 of the embodiment, the reduction ratio between the rotation shaft MS1 of the motor MG1 and the carrier 68 (first input element) of the engine starting planetary gear mechanism PG2 is the same as that of the rotation shaft MS2 of the motor MG2. It is determined to be larger than the reduction ratio between the engine starting planetary gear mechanism PG2 and the ring gear 66 (second input element). As a result, the rotational speed Nm1 of the motor MG1 in the rotational direction of the crankshaft 23 of the engine 22 in the state where the clutch C2 is turned off and the connection between the rotation shaft MS2 of the motor MG2 and the drive gear 55 is released By making it higher than the rotational speed Nm2 of the motor MG2 in the rotational direction, the sun gear 65 of the engine starting planetary gear mechanism PG2 can be rotated in the rotational direction of the crankshaft 23 of the engine 22. That is, according to the engine starting mechanism 60 of the embodiment, after the clutch C2 is turned off, the motor MG2 is simply decelerated so as to reduce the rotational speed Nm2 so that the motor MG2 is rotationally synchronized with the crankshaft 23. The engine 22 can be cranked. As a result, the process from starting the stopped engine 22 and turning on the clutch C1 so that the power from the engine 22 can be used can be executed very smoothly without waste. Furthermore, in the above embodiment, the gear ratio ρ2 of the engine starting planetary gear mechanism PG2, the reduction ratio between the rotation shaft MS1 of the motor MG1 and the carrier 68 of the engine starting planetary gear mechanism PG2, and the rotation shaft of the motor MG2. The reduction ratio between MS2 and the ring gear 66 of the engine starting planetary gear mechanism PG2 is the rotational speed of the sun gear 65 of the engine starting planetary gear mechanism PG2 when the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are the same. Is set to be 0. As a result, if a difference occurs between the rotational speeds Nm1 and Nm2 between the motor MG1 and the motor MG2 in a state where the clutch C2 is turned off and the rotation shaft MS2 of the motor MG2 is disconnected from the drive gear 55, the engine starts. Since the sun gear 65 of the planetary gear mechanism PG2 immediately rotates in the rotation direction of the crankshaft 23 of the engine 22, the engine 22 can be started quickly. However, the sun gear 65 of the engine starting planetary gear mechanism PG2 does not necessarily have a value of 0 as long as it does not rotate in the same direction as the crankshaft 23 when the rotational speeds of the motors MG1 and MG2 are the same. Therefore, the reduction ratio between the rotation shaft MS1 of the motor MG1 and the carrier 68 and the reduction ratio between the rotation shaft MS2 of the motor MG2 and the ring gear 66 are the same when the rotation speeds of the motors MG1 and MG2 are the same. The sun gear 65 of the starting planetary gear mechanism PG <b> 2 may be set to rotate in a direction opposite to the crankshaft 23 (preferably at a value close to 0).

  The hybrid vehicle 20 of the embodiment includes clutches C3 and C4 that execute connection and release of the connection between the drive gear 55, which is the first power input element of the power transmission mechanism 50, and the primary shaft 41 of the CVT 40. As a result, the connection between the drive gear 55 of the power transmission mechanism 50 and the primary shaft 41 of the CVT 40 is released by the clutch C3, and the rotation shaft MS1 of the motor MG1 and the primary shaft 41 of the CVT 40 are connected by the clutch C4. For example, the primary shaft 41 of the CVT 40 can be rotated regardless of the rotation of the drive gear 55 by the motor MG1. Then, by controlling the rotation of the motor MG1 connected to the primary shaft 41 of the CVT 40, and further changing the speed change state of the CVT 40, the drive gear 55, which is the first power input element of the power transmission mechanism 50, and the power It becomes possible to make the transmission gear ratio α between the carrier 54 as an output element, that is, the carrier shaft 54a as the drive shaft, smaller (increase the speed increasing ratio). Furthermore, the hybrid vehicle 20 of the embodiment has a brake B1 that can fix the secondary shaft 42 of the CVT 40 so as not to rotate, and the connection between the drive gear 55 of the power transmission mechanism 50 and the primary shaft 41 of the CVT 40 is released. If the motor MG1 and the primary shaft 41 are connected and the motor MG1 is decelerated to stop the rotation of the secondary shaft 42 of the CVT 40, the brake B1 causes the secondary shaft 42 of the CVT 40 and the sun gear 51 of the planetary gear mechanism PG0. And can be fixed non-rotatably. In this state, the power from the motor MG2 can be transmitted to the carrier shaft 54a via the power transmission mechanism 50 without using the CVT 40. Further, the rotation shaft MS1 of the motor MG1 and the primary shaft 41 of the CVT 40 are connected by the clutch C4, the connection between the drive gear 55 and the rotation shaft MS1 of the motor MG1 is released by the clutch C3, and the secondary shaft of the CVT 40 is released by the brake B1. 42, the sun gear 51 of the planetary gear mechanism PG0 is fixed in a non-rotatable manner, the clutch C2 connects the rotation shaft MS2 of the motor MG2 and the drive gear 55, and the clutch C3 connects the drive gear 55 and the rotation shaft of the motor MG1. If MS1 is connected, power from both motors MG1 and MG2 can be transmitted to carrier shaft 54a via power transmission mechanism 50. As a result, it is possible to efficiently transmit the power from the motors MG1 and MG2 to the carrier shaft 54a while eliminating loss in the CVT 40, and to further improve the performance of the hybrid vehicle 20, particularly acceleration performance during high-speed driving. Become. When the power from both the motors MG1 and MG2 is thus transmitted to the carrier shaft 54a via the power transmission mechanism 50, the connection between the rotation shaft MS2 of the motor MG2 and the drive gear 55 is established by the clutch C2. If the engine speed is canceled and a difference is generated between the rotational speeds Nm1 and Nm2 between the motor MG1 and the motor MG2, the power is transmitted from the sun gear 65 of the engine starting planetary gear mechanism PG2 to the crankshaft 23 to crank the engine 22. It becomes possible.

  Further, in the above embodiment, the rotation shafts MS1 and MS2 of the motor MG1 and the motor MG2 and the clutches C1 to C4 are formed hollow, and the engine starting mechanism 60 and the one-way clutch are formed in a space defined in these elements. CO is arranged. Thereby, the arrangement space of the engine starting mechanism 60 and the one-way clutch CO can be reduced, so that the entire apparatus can be made compact. The planetary gear mechanism PG0 includes a sun gear 51 as a first element, a ring gear 52 as a second element, and a third carrier 54 that holds a pinion gear 53 that meshes with both the sun gear 51 and the ring gear 52. If the single pinion planetary gear mechanism is used, the hybrid vehicle 20 can be configured in a compact manner while suppressing an increase in the number of parts. However, a double pinion planetary gear mechanism may be adopted as the planetary gear mechanism PG0. Furthermore, in the hybrid vehicle 20 of the above-described embodiment, one of the motors MG1 and MG2 does not become excessively larger than the other, so that the motors MG1 and MG2 having the same specifications (same size) can be adopted. Thus, the productivity of the hybrid vehicle 20 can be improved.

  FIG. 21 is a schematic configuration diagram showing a main part of a hybrid vehicle 20B which is a vehicle according to a modification of the present invention. In the hybrid vehicle 20B shown in the figure, the rotation shafts MS1 and MS2 of the motor MG1 and the motor MG2 and the clutches C1 to C4 are not formed hollow, and the engine starting mechanism 60B including the engine starting planetary gear mechanism PG2 and the like rotates. It is arranged in parallel with the axes MS1, MS2, etc. In the hybrid vehicle 20B of FIG. 21, a parallel shaft type reduction gear train 90 (reduction means) is employed instead of the reduction planetary gear mechanism PG1. That is, the drive side gear 91 of the reduction gear train 90 is fixed to the rotation shaft MS1 of the motor MG1, and the carrier 68 that is the first input element of the engine starting planetary gear mechanism PG2 meshes with the drive side gear 91. The driven gear 92 of the reduction gear train 90 is connected with the transmission shaft 93. Further, an external gear 94 is fixed to the sun gear 65, which is an output element of the engine starting planetary gear mechanism PG2, via a sun gear shaft 65a. The external gear 94 is fixed to the outer race of the one-way clutch CO. Mesh with the external gear 95. Also in the engine starting mechanism 60B, the reduction ratio between the rotation shaft MS1 of the motor MG1 and the carrier 68 of the engine starting planetary gear mechanism PG2 is the ring gear of the rotating shaft MS2 of the motor MG2 and the planetary gear mechanism PG2 for engine starting. It is set larger than the reduction ratio between 66 (see FIG. 22). Further, as indicated by a broken line in FIG. 22, the gear ratio ρ2 of the engine starting planetary gear mechanism PG2 and the reduction ratio (reduction gear between the rotation shaft MS1 of the motor MG1 and the carrier 68 of the engine starting planetary gear mechanism PG2). When the rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 are the same, the reduction ratio between the rotation shaft MS2 of the motor MG2 and the ring gear 66 of the planetary gear mechanism PG2 for starting the engine The rotational speed of the sun gear 65 of the engine starting planetary gear mechanism PG2 is determined to be 0. Also in the hybrid vehicle 20B including the engine start mechanism 60B configured as described above, the engine 22 can be started smoothly and quickly in the same manner as when the engine start mechanism 60 is used. Furthermore, in this hybrid vehicle 20B, it is possible to improve the assembly of the engine starting mechanism 60B and reduce the manufacturing cost of the entire vehicle.

  FIG. 23 is a schematic configuration diagram of a hybrid vehicle 20C that is a vehicle according to a modification of the present invention. A hybrid vehicle 20C shown in the figure is configured as a rear wheel drive vehicle, and includes an engine 22 disposed in the front of the vehicle, a battery 35 capable of exchanging electric power with the two motors MG1 and MG2, and the motors MG1 and MG2. A power transmission mechanism 50C including a CVT 40, a three-element planetary gear mechanism PG0 and a drive gear (rotating element) 55, an engine starting mechanism 60C, a one-way clutch C0, a hybrid ECU 70 that controls the entire hybrid vehicle 20, and the like are included.

  Also in the hybrid vehicle 20C of FIG. 23, the CVT 40 and the power transmission mechanism 50C cooperate with each other to constitute a so-called infinite transmission. In the power transmission mechanism 50C, the drive gear 55 as a rotating element is connected to the secondary shaft 42 of the CVT 40 and meshes with the counter gear 59. The counter gear 59 is a drive gear as a rotating element that is an external gear. Mesh with 55. As a result, the drive gear 55 can rotate in the same direction in conjunction with the ring gear 52, which is the second element of the planetary gear mechanism PG0. Further, the carrier 54 of the planetary gear mechanism PG0 is connected to the rotation shaft MS2 of the motor MG2 via the clutch C2, and each of the carrier shaft, the clutch C3, the rotation shaft MS1 of the motor MG1 and the clutch C4 that are formed hollow. To the hollow primary shaft 41 of the CVT 40. Further, the sun gear 51 of the planetary gear mechanism PG0 includes a carrier shaft, a clutch C3, a rotation shaft MS1 of the motor MG1, a clutch C4, a primary shaft 41 of the CVT 40, and a hydraulic cylinder 45 as a drive shaft that passes coaxially therewith. 51a is fixed, and the sun gear shaft 51a is connected to a differential gear. Thus, in the power transmission mechanism 50C, the carrier 54 of the planetary gear mechanism PG0 serves as the first power input element and the drive gear 55 serves as the second power input element, and the sun gear 51 of the planetary gear mechanism PG0 outputs the power. Element. In the hybrid vehicle 20 </ b> C configured as described above, the rotational speeds Nd and Nr of the drive gear 55 that is the second power input element connected to the secondary shaft 42 of the CVT 40 and the ring gear 52 of the planetary gear mechanism 50 include the value 0. By continuously changing within the range, the sun gear shaft 51a as the drive shaft can be rotated forward and backward, that is, the hybrid vehicle 20C can travel in the forward and reverse directions, and the first power during forward travel The gear ratio width between the carrier 54 as the input element, that is, the engine 22 or the motors MG1 and MG2 and the sun gear shaft 51a as the drive shaft can be made larger. Also in the hybrid vehicle 20C, the reverse travel mode and the reverse motor travel mode (see the broken line in FIG. 24), the low speed forward travel mode and the low speed forward motor travel mode (see the thin solid line in FIG. 24), A speed transition mode, a cruise traveling mode, and a cruise motor traveling mode (see the one-dot chain line in FIG. 24), a high-speed traveling mode and a high-speed motor traveling mode (see the two-dot chain line in FIG. 24), a high-power traveling mode, and a high-power motor traveling mode. Travel under the same travel mode can be realized. Further, the engine start mechanism 60C of the hybrid vehicle 20C in FIG. 23 is the same as the engine start mechanism 60B in FIG. Also in the engine starting mechanism 60C, the reduction ratio between the rotation shaft MS1 of the motor MG1 and the carrier 68 of the engine starting planetary gear mechanism PG2 is such that the rotating shaft MS2 of the motor MG2 and the ring gear 66 of the engine starting planetary gear mechanism PG2 (See FIG. 24). Further, the gear ratio ρ2 of the engine starting planetary gear mechanism PG2, the reduction ratio between the rotating shaft MS1 of the motor MG1 and the carrier 68 of the engine starting planetary gear mechanism PG2, the reduction ratio of the reduction gear train 90, and the motor. When the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are the same, the reduction ratio between the rotational shaft MS2 of MG2 and the ring gear 66 of the engine starting planetary gear mechanism PG2 is the same as that of the planetary gear mechanism PG2 for engine starting. The rotational speed of the sun gear 65 is determined to be 0 (see FIG. 24). In the hybrid vehicle 20C provided with the engine starting mechanism 60C configured as described above, the engine 22 can be started smoothly and quickly in the same manner as when the engine starting mechanism 60 is used.

  In the hybrid vehicles 20, 20B, and 20C, the brake B1 may be omitted. The hybrid vehicles 20, 20B, and 20C may be configured as a vehicle that rotates the entire cabin including the driver's seat. In the above-described embodiments and modifications, the power output device has been described as being mounted on the hybrid vehicle 20 or the like. It may be mounted, or may be incorporated in a fixed facility such as a construction facility.

  Here, the correspondence between the main elements of the above-described embodiments and modifications and the main elements of the invention described in the column of means for solving the problems will be described. In other words, in the above-described embodiments and modifications, the engine 22 corresponds to an “internal combustion engine”, and includes a planetary gear mechanism PG0 having a sun gear 51, a ring gear 52, and a carrier 54, and a drive gear 55 that rotates in conjunction with the ring gear 52. The transmission mechanisms 50 and 50C correspond to “power transmission mechanism”, and the primary shaft 41 connected to the drive gear 55 of the power transmission mechanism 50 or the carrier 54 of the power transmission mechanism 50C and the sun gear 51 or the power transmission mechanism of the power transmission mechanism 50. The CVT 40 having the secondary shaft 42 connected to the 50C drive gear 55 corresponds to a “continuously variable transmission”, and the motor MG1 capable of outputting power to the primary shaft 41 of the CVT 40 corresponds to a “first electric motor”. Drive gear 55 of power transmission mechanism 50 or power transmission mechanism 50 The motor MG2 capable of outputting power to the carrier 54 corresponds to the second electric motor, the battery 35 corresponds to “electric storage means”, and the connection between the crankshaft 23 of the engine 22 and the rotation shaft MS2 of the motor MG2 and the connection The clutch C1 that performs the release of the operation corresponds to the “first connection / disconnection means”, and the connection and connection between the rotation shaft MS2 of the motor MG2 and the drive gear 55 of the power transmission mechanism 50 or the carrier 54 of the power transmission mechanism 50C. The clutch C2 that performs release is equivalent to the “second connecting / disconnecting means”, the engine starting mechanisms 60, 60B, 60C including the engine starting planetary gear mechanism PG2 are equivalent to the “engine starting mechanism”, and the one-way clutch CO corresponds to “connecting means”. The clutches C3 and C4 correspond to "other connection / disconnection means", the brake B1 corresponds to "element fixing means", the clutch C3 corresponds to "third connection / disconnection means", and the clutch C3 This corresponds to “fourth connection / disconnection means”.

  However, the “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon-based fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. The “continuously variable transmission” is not limited to the belt-type CVT 40, and any toroidal continuously variable transmission or counter rotor can be used as long as it can continuously change the power input to the input shaft and output it to the output shaft. Any other type such as an electric continuously variable transmission including an electric motor may be used. The “first, second, third, and fourth connection / disconnection means” and “element fixing means” are clutches C1 that are dog clutches as long as they perform connection between the corresponding elements and release of the connection. Any other type such as a crimp clutch other than C4 and brake B1 may be used. The “motor” and “second motor” are not limited to synchronous generator motors such as motors MG, MG1, and MG2, but may be of any other type such as an induction motor. The “storage means” is not limited to the secondary battery such as the battery 35, and may be any other type such as a capacitor as long as it can exchange electric power with the motor. In any case, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems is the same as the means for the embodiments to solve the problems. Since this is an example for specifically explaining the best mode for carrying out the invention described in the column, the elements of the invention described in the column for means for solving the problems are not limited. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention can be used in a power output apparatus, a vehicle manufacturing industry, and the like.

1 is a schematic configuration diagram of a hybrid vehicle 20 that is a vehicle according to an embodiment of the present invention. It is explanatory drawing which illustrates the alignment chart showing the relationship of the rotational speed etc. in each element of CVT40, the power transmission mechanism 50, and the engine starting mechanism 60. FIG. It is a schematic block diagram which shows the principal part of the hybrid vehicle 20 of an Example. It is explanatory drawing which illustrates the operation mode of the hybrid vehicle 20 of an Example. It is explanatory drawing which illustrates the state at the time of engine starting of the hybrid vehicle 20 of an Example. It is explanatory drawing which illustrates the other state at the time of engine starting of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the alignment chart showing the relationship of the rotational speed etc. in each element of the engine starting mechanism 60 when starting the engine 22 in the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the reverse drive mode and the low speed forward drive mode of the hybrid vehicle 20 of an Example. It is explanatory drawing which illustrates the alignment chart showing the relationship of the rotational speed etc. in each element of CVT40 and the power transmission mechanism 50 in reverse drive mode and low speed forward drive mode. It is explanatory drawing which illustrates the collinear diagram showing the relationship of the rotational speed etc. in each element of CVT40 and the power transmission mechanism 50 in medium speed transfer mode or cruise driving mode. It is explanatory drawing for demonstrating the cruise driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the high-speed driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing which illustrates the collinear chart showing the relationship of the rotational speed etc. in each element of CVT40 and the power transmission mechanism 50 in high-speed driving mode. It is explanatory drawing for demonstrating the high output driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the motor driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the motor driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the motor driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the motor driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the motor driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows the other example of the alignment chart showing the relationship of the rotational speed etc. in each element of the engine starting mechanism 60 when starting the engine 22 in the hybrid vehicle 20 of an Example. It is a schematic block diagram of the hybrid vehicle 20B which concerns on a modification. It is explanatory drawing which illustrates the alignment chart relevant to operation | movement of the hybrid vehicle 20B of a modification. It is a schematic block diagram of the hybrid vehicle 20C which concerns on another modification. It is explanatory drawing which illustrates the alignment chart relevant to operation | movement of the hybrid vehicle 20C of a modification.

Explanation of symbols

  20, 20B, 20C Hybrid vehicle, 22 engine, 23 crankshaft, 24 electronic control unit for engine (engine ECU), 25 drive gear shaft, 26 drive gear shaft, 30 electronic control unit for motor (motor ECU), 31, 32 Inverter, 33, 34 Rotation position detection sensor, 35 Battery, 36 Battery electronic control unit (battery ECU), 39 Power line, 40 Continuously variable transmission unit (CVT), 41 Primary shaft, 42 Secondary shaft, 43 Primary pulley, 44 Secondary pulley, 45, 46 Hydraulic cylinder, 47 Belt, 48 Hydraulic circuit, 49 Electronic control unit for CVT (CVTECU), 50, 50C Power transmission mechanism, 51, 61, 65 Sun gear, 51a, 65a Sun YA shaft, 52, 62, 66 ring gear, 53, 63, 67 pinion gear, 54, 64, 68 carrier, 54a carrier shaft (drive shaft), 55 drive gear, 56 gear train, 57 differential gear, 59 counter gear, 60, 60B, 60C engine starting mechanism, 64a, 93 transmission shaft, 70 hybrid electronic control unit (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal stroke sensor, 87 Vehicle speed sensor, 90 Reduction gear train, 91 Drive side gear, 92 Drive side gear, 94, 95 External gear, B1 Brake, C1 C4 clutch, DW wheel, MG, MG1, MG2 motor, MS1, MS2 rotary shaft, PG0 planetary gear mechanism, PG1 decelerating planetary gear mechanism, PG2 engine start planetary gear mechanism.

Claims (11)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power;
A planetary gear mechanism having a first element, a second element, and a third element connected to the drive shaft; and a rotating element that rotates in conjunction with one of the first and second elements of the planetary gear mechanism. One of the rotating element and the other of the first and second elements of the planetary gear mechanism is a first power input element and the other is a second power input element, the planetary gear A power transmission mechanism in which the third element of the mechanism is a power output element;
An input shaft connected to the first power input element of the power transmission mechanism and an output shaft connected to the second power input element of the power transmission mechanism are input to the input shaft A continuously variable transmission capable of continuously shifting power and outputting to the output shaft;
A first electric motor capable of outputting power to the input shaft of the continuously variable transmission;
A second electric motor capable of outputting power to the first power input element of the power transmission mechanism;
Power storage means capable of exchanging power with the first and second electric motors;
First connection / disconnection means for performing connection and release of the connection between the engine shaft of the internal combustion engine and the rotation shaft of the second electric motor;
A second connection / disconnection means for connecting and releasing the connection between the rotary shaft of the second electric motor and the first power input element of the power transmission mechanism;
An engine starting planetary gear mechanism having a first input element coupled to the rotating shaft of the first electric motor, a second input element coupled to the rotating shaft of the second electric motor, and an output element; The transmission ratio between the rotation shaft of the first motor and the first input element and the transmission ratio between the rotation shaft of the second motor and the second input element are different and the first. An engine starting mechanism configured to prevent the output element from rotating in the same direction as the first and second electric motors when the rotational speeds of the second electric motor and the second electric motor are the same;
When the output element of the engine starting planetary gear mechanism does not rotate in the same direction as the engine shaft of the internal combustion engine, the output element is idled with respect to the engine shaft, and the output element of the engine starting planetary gear mechanism is Connecting means for connecting the output element and the engine shaft when rotating in the same direction as the engine shaft;
A power output device comprising: The power output apparatus according to claim 1, wherein
The reduction ratio between the rotating shaft of the first motor and the first input element of the engine starting planetary gear mechanism is the same as that of the rotating shaft of the second motor and the planetary gear mechanism for starting the engine. A power output device that is larger than the reduction ratio between the two input elements. The power output apparatus according to claim 1 or 2,
The gear ratio of the engine starting planetary gear mechanism, the reduction ratio between the rotating shaft of the first electric motor and the first input element of the engine starting planetary gear mechanism, and the rotation of the second electric motor. The reduction ratio between the shaft and the second input element of the engine starting planetary gear mechanism is the same as that of the planetary gear mechanism for engine starting when the rotational speeds of the first and second motors are the same. A power output device in which the rotational speed of the output element is determined to be 0. In the power output device according to any one of claims 1 to 3,
A power output device further comprising another connection / disconnection means for connecting and releasing the connection between the first power input element of the power transmission mechanism and the input shaft of the continuously variable transmission. The power output apparatus according to claim 4, wherein
A power output device further comprising fixing means capable of fixing the output shaft of the continuously variable transmission so as not to rotate. The power output device according to claim 5,
The first electric motor is disposed between the first power input element of the power transmission mechanism and the continuously variable transmission,
The other connection / disconnection means includes:
A third connection / disconnection means for performing connection and release of the connection between the first power input element of the power transmission mechanism and the rotary shaft of the first motor;
A power output device including a fourth connection / disconnection means for executing connection / disconnection of the rotation shaft of the first electric motor and the input shaft of the continuously variable transmission. In the power output device according to any one of claims 4 to 6,
The rotation shafts of the first and second motors, the first and second connection / disconnection means, and the other connection / connection means have a space for arranging the engine starting mechanism and the connection means. Each power output device is hollow so as to be defined.   The power output apparatus according to any one of claims 1 to 7, wherein the coupling means includes a one-way clutch. The power output apparatus according to any one of claims 1 to 8,
The planetary gear mechanism of the power transmission mechanism has a sun gear, a ring gear, and a planetary carrier connected to the drive shaft,
The rotating element rotates in the direction opposite to the ring gear in conjunction with the ring gear of the planetary gear mechanism,
A power output device in which the rotating element is the first power input element, the sun gear is the second power input element, and the planetary carrier is the power output element. The power output apparatus according to any one of claims 1 to 8,
The planetary gear mechanism of the power transmission mechanism has a sun gear, a ring gear, and a planetary carrier connected to the drive shaft,
The rotating element rotates in the same direction as the ring gear in conjunction with the ring gear of the planetary gear mechanism,
A power output apparatus in which the planetary carrier is used as the first power input element, the rotating element is used as the second power input element, and the sun gear is used as the power output element. A vehicle having drive wheels coupled to a drive shaft,
An internal combustion engine capable of outputting power;
A planetary gear mechanism having a first element, a second element, and a third element connected to the drive shaft; and a rotating element that rotates in conjunction with one of the first and second elements of the planetary gear mechanism. One of the rotating element and the other of the first and second elements of the planetary gear mechanism is a first power input element and the other is a second power input element, the planetary gear A power transmission mechanism in which the third element of the mechanism is a power output element;
An input shaft connected to the first power input element of the power transmission mechanism and an output shaft connected to the second power input element of the power transmission mechanism are input to the input shaft A continuously variable transmission capable of continuously shifting power and outputting to the output shaft;
A first electric motor capable of outputting power to the input shaft of the continuously variable transmission;
A second electric motor capable of outputting power to the first power input element of the power transmission mechanism;
Power storage means capable of exchanging power with the first and second electric motors;
First connection / disconnection means for performing connection and release of the connection between the engine shaft of the internal combustion engine and the rotation shaft of the second electric motor;
A second connection / disconnection means for connecting and releasing the connection between the rotary shaft of the second electric motor and the first power input element of the power transmission mechanism;
An engine starting planetary gear mechanism having a first input element coupled to the rotating shaft of the first electric motor, a second input element coupled to the rotating shaft of the second electric motor, and an output element; The transmission ratio between the rotation shaft of the first motor and the first input element and the transmission ratio between the rotation shaft of the second motor and the second input element are different and the first. An engine starting mechanism configured to prevent the output element from rotating in the same direction as the first and second electric motors when the rotational speeds of the second electric motor and the second electric motor are the same;
When the output element of the engine starting planetary gear mechanism does not rotate in the same direction as the engine shaft of the internal combustion engine, the output element is idled with respect to the engine shaft, and the output element of the engine starting planetary gear mechanism is Connecting means for connecting the output element and the engine shaft when rotating in the same direction as the engine shaft;
A vehicle comprising:

Images