JP2013241128A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle that promptly switch of the traveling state of the hybrid vehicle, and can improve energy efficiency.SOLUTION: A control device of a hybrid vehicle Ve that sets a traveling state of the hybrid vehicle Ve that includes an internal combustion engine 1, a first electric motor 2 that has electric power generation function, a second electric motor 3 that is driven by electric power of the first electric motor 2 and gives power to an output member 22, and a power distribution mechanism 6 that distributes power of the internal combustion engine 1 into the first electric motor 2 and the output member 22: an electric vehicle state that separates the second electric motor 3 and the output member 22 from the power distribution mechanism 6 and travels by the power of the second electric motor 3; and a hybrid vehicle state traveling using a part of the power of the internal combustion engine 1, wherein a third electric motor 4 that has a power generation function is provided and when the electric vehicle state is set, the first electric motor 2 and the third electric motor 4 are driven by the power from the power distribution mechanism 6.

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a hybrid vehicle having different types of power devices such as an internal combustion engine and an electric motor as a driving force source for the vehicle. The present invention relates to a hybrid vehicle control device capable of switching between a hybrid vehicle state in which the vehicle is driven by the driven force.

  An example of a hybrid vehicle is described in Patent Document 1. The hybrid vehicle described in Patent Document 1 transmits the power generated only by the electric motor to the drive shaft, travels the electric vehicle, transmits a part of the power generated by the engine to the drive shaft, and remains. A power output device capable of switching between a hybrid vehicle state in which the power of the vehicle is transmitted to a generator and converted into electric power. In the following description, the former electric vehicle state is referred to as a series mode, and the latter hybrid vehicle state is referred to as a parallel mode. In the series mode, a power supply source for driving the electric motor is a generator or a battery that is driven by an engine to generate electric power. The power output device described in Patent Document 1 includes a power adjustment device capable of adjusting the magnitude of power transmitted between a plurality of rotating shafts by exchanging electric power, and coupling and disconnecting of the power adjustment device and the electric motor. And a holding mechanism that enables conversion of electric power and power in the power adjustment device when the power adjustment device and the electric motor are disconnected by holding any rotating shaft of the power adjustment device. It has. The power adjustment device and the electric motor are arranged in series between the output shaft and the drive shaft of the engine. The power adjustment device is composed of a planetary gear mechanism and a generator. Then, when the power adjustment device and the electric motor are separated by the coupling mechanism, it is possible to convert electric power and power in the power adjustment device by holding one of the rotation shafts of the power adjustment device by the holding mechanism. Switch from parallel mode to series mode. On the other hand, when it is impossible to convert electric power and power in the power adjustment device by the holding mechanism and the power adjustment device and the electric motor are coupled by the coupling mechanism, the mode is switched from the series mode to the parallel mode.

JP 2000-209706 A

  In the power output apparatus described in Patent Document 1, the series mode is set when the engine is in an operating state in which the engine should be started or stopped. That is, in the power output device described in Patent Document 1, when the travel mode is switched, the engine output torque is first temporarily reduced to zero, and then the rotational speed of the rotary shaft to which the power adjustment device is connected is set. Raised or lowered by generator. Therefore, it may take time to switch the mode. In addition, when the series mode is set and the conversion from power to electric power in the power adjustment device increases, that is, when the load on the generator increases, the load on the engine driving the generator Will also increase. Therefore, there is a possibility that the generator and the engine cannot be operated in an energy efficient state.

  The present invention has been made paying attention to the above technical problem, and can control the hybrid vehicle traveling state quickly and smoothly, and can improve the energy efficiency of the hybrid vehicle control device. Is intended to provide.

  In order to achieve the above object, the invention according to claim 1 is a first electric motor having a function of generating electric power driven by power output from an internal combustion engine, and an output driven by electric power supplied from the first electric motor. A second electric motor for applying power to the member, and a power distribution unit provided between the first electric motor and the second electric motor for distributing the power output from the internal combustion engine to the first electric motor and the output member side. A driving state of a hybrid vehicle including a mechanism, an electric vehicle state in which the second electric motor and the output member are separated from the power split mechanism and the vehicle is driven by the power of the second electric motor, and a power output from the internal combustion engine. In a hybrid vehicle control device that can be set to a hybrid vehicle state that travels using at least a part of the vehicle, the hybrid vehicle is driven by power output from the internal combustion engine When the hybrid vehicle is provided with a third electric motor having a function of generating electric power and the electric vehicle state is set, the first electric motor is driven by the power of the internal combustion engine distributed from the power distribution mechanism. And it is comprised so that an electric power may be generated by driving the said 3rd electric motor.

  According to a second aspect of the present invention, in the first aspect of the present invention, the power distribution mechanism includes a sun gear, a ring gear disposed concentrically with the sun gear, and a pinion gear meshing with the sun gear and the ring gear. A single pinion planetary gear mechanism that performs a differential action with a rotating carrier as a rotating element, the first motor is connected to the sun gear, the third motor, the output member, and the second gear are connected to the ring gear. A control apparatus for a hybrid vehicle, wherein an electric motor is connected to transmit power and the internal combustion engine is connected to the carrier.

  Furthermore, the invention according to claim 3 is the invention according to claim 2, wherein a brake that fixes the ring gear, and a clutch that selectively connects the ring gear, the output member, and the second electric motor to the hybrid vehicle. And disconnecting the ring gear from the clutch and the output member and the second electric motor in a state where the internal combustion engine is driven when switching from the hybrid vehicle state to the electric vehicle state, and The ring gear is fixed by the brake in a state where the rotation speed of the ring gear is zeroed by the first electric motor and the third electric motor driven by the power of the internal combustion engine, When switching to a hybrid vehicle state, the internal combustion engine is driven and the block is The rotation of the third motor is released by fixing the ring gear by the key and synchronizing the rotation speed of the third motor driven by the power of the internal combustion engine with the rotation speed of the ring gear. The control apparatus for a hybrid vehicle is configured so that the clutch is connected by the clutch in a state where the rotation speed of the ring gear is synchronized with the rotation speed of the ring gear.

  According to the first aspect of the present invention, when the electric vehicle state is set, the first electric motor and the third electric motor can generate electric power. Therefore, for any one of the electric motors functioning as the electric generator. The load can be reduced. That is, it is possible to prevent or suppress a significant increase in the rotational speed and torque of either one of the electric motors. Therefore, it is possible to generate power using a low torque region or a medium torque region with little energy loss in each motor. As a result, an energy efficient device can be obtained.

  According to the invention of claim 2, in addition to the same effect as that of the invention of claim 1, for example, when switching from the electric vehicle state to the hybrid vehicle state, the internal combustion engine is started and outputs power. The increase in the rotational speed of the carrier due to this can be suppressed by regenerative control of the first electric motor connected to the sun gear and the third electric motor connected to the ring gear. Also, for example, when switching from a hybrid vehicle state to an electric vehicle state, the internal combustion engine and the output member are cut off, the load on the internal combustion engine and the ring gear is reduced, and the rotational speed of the carrier increases due to an increase in the rotational speed thereof. Can be suppressed in the same manner as described above. That is, it is possible to make it difficult for a shock to occur when the traveling state of the hybrid vehicle is switched. Thus, since the rotation speed of the ring gear can be controlled by the first electric motor and the third electric motor, the running state can be switched even when the internal combustion engine is outputting power. In addition, when the traveling state of the hybrid vehicle is switched, the first motor and the third motor are regeneratively controlled, so that energy efficiency can be improved. Furthermore, since the number of rotations of the ring gear can be directly changed by the third electric motor, it is possible to switch the traveling state described above more quickly than in the conventional case. And an internal combustion engine can also be started with a 3rd electric motor. More specifically, since the third electric motor is connected to the ring gear so that power can be transmitted, the internal combustion engine is started more quickly than when the first electric motor connected to the sun gear is used to start the internal combustion engine. be able to.

  Furthermore, according to the invention of claim 3, in addition to the same effect as that of the invention of claim 2, for example, when switching from the electric vehicle state to the hybrid vehicle state, the clutch causes the internal combustion engine and the output member to By gradually increasing the transmission torque capacity in the meantime, it is possible to start the internal combustion engine by increasing the rotational speed of the output shaft of the internal combustion engine. Further, since it becomes possible to gradually increase or decrease the transmission torque capacity in the clutch, it is possible to prevent or suppress the occurrence of the above-described shock. Furthermore, since the brake is provided, the ring gear can be fixed in the electric vehicle state.

It is a figure which shows typically an example of the control apparatus of the hybrid vehicle which concerns on this invention. It is a collinear diagram about the power split mechanism and the motor reduction mechanism in the example of the driving mode that can be set in the hybrid vehicle in the present invention, (a) in the case of the series EV mode, (b) in the case of the series HV mode , (C) shows the parallel HV mode, and (d) shows another example of the series HV mode. It is a collinear diagram about the power split mechanism and the motor reduction mechanism when the traveling state of the hybrid vehicle in the present invention is switched from the series HV mode to the parallel HV mode. (A) is a series HV mode, (b) is a series. When the brake is released in the HV mode, (c) shows the case of the parallel HV mode. It is a collinear diagram about a power split mechanism and a motor reduction mechanism when the traveling state of the hybrid vehicle in this invention is switched from the parallel HV mode to the series HV mode, (a) in the parallel HV mode, (b) in the parallel When the clutch is released in the HV mode, (c) shows the case of the series HV mode.

  Next, the present invention will be specifically described. FIG. 1 schematically shows an example of a control device for a hybrid vehicle Ve according to the present invention. The hybrid vehicle Ve shown here includes an internal combustion engine 1 and three electric motors 2, 3, and 4 as power sources. The internal combustion engine 1 is a power generation device that outputs power by burning fuel such as a gasoline engine, a diesel engine, or a natural gas engine. In the example shown here, an electronically controlled throttle valve that can electrically control the throttle opening, an electronically controlled fuel injection device that can electrically control the fuel injection amount, and the like are provided. Thus, it is configured such that the optimum operating point with the best fuel efficiency can be set by electrically controlling the rotational speed with respect to a predetermined load. In the following description, the internal combustion engine 1 is referred to as the engine 1.

  The first motor 2, the second motor 3, and the third motor 4 are, as an example, motor generators each having a function as a motor and a function as a generator. In the following description, the first motor 2 is denoted as MG1, the second electric motor 3 is denoted as MG2, and the third electric motor 4 is denoted as MG3.

  A power split mechanism 6 is connected to the output shaft 5 of the engine 1. In the example shown in FIG. 1, the power split mechanism 6 is configured by a single pinion type planetary gear mechanism. That is, the power split mechanism 6 includes a sun gear 7, a ring gear 8 disposed concentrically on the outer peripheral side of the sun gear 7, a pinion gear 9 meshed with the sun gear 7 and the ring gear 8, and the pinion gear 9 capable of rotating and revolving. And a carrier 10 which can be held. In the example shown here, the carrier 10 of the power split mechanism 6 is an input element, and the output shaft 5 of the engine 1 is connected to the carrier 10. The ring gear 8 is an output element, and the drive gear 11 connected to the output shaft of the MG 3 is engaged with the ring gear 8. Further, the ring gear 8 is connected to a drive gear 14 which is a part of a motor reduction mechanism 13 described later via a clutch 12. The sun gear 7 is a reaction force element, and the output shaft of the MG 1 is connected to the sun gear 7. The power split mechanism 6 performs a differential action so that the rotational speed of the output shaft 5 of the engine 1 changes according to the rotational speed of the MG1 and MG3. Therefore, the engine 1 is configured to be able to control the rotational speed by controlling the outputs of MG1 and MG3.

  As an example, the clutch 12 is configured such that the ring gear 8 and the drive gear 14 rotate integrally when engaged. In short, the clutch 12 is an engagement mechanism that connects the ring gear 8 and the drive gear 14 so that torque can be transmitted, and any appropriate mechanism can be adopted as long as it has such a function. For example, as the clutch 12, a friction engagement device that can be controlled by setting a half-engaged state, that is, a slip state in addition to an engaged state and a released state, or a synchronous coupling device using a synchro mechanism, etc. Can be adopted.

  A brake 15 for fixing the ring gear 8 is provided integrally with a fixing portion such as a casing (not shown). As the brake 15, for example, a friction engagement device or a synchronous coupling device using a synchronization mechanism or the like can be employed. The engaged state and the released state of the clutch 12 and the brake 15 are set according to each travel mode described later.

  The motor reduction mechanism 13 includes the drive gear 14 described above, a driven gear 16 that meshes with the drive gear 14, a counter gear 17 and a gear 18 that are provided on the same axis as the driven gear 16 and rotate integrally with the driven gear 16. It has. The counter gear 17 meshes with a ring gear 20 of a differential 19 that is a final reduction gear, and is configured to transmit power from the differential 19 to a drive wheel 22 via a drive shaft 21. The gear 18 meshes with a drive gear 23 connected to the output shaft of the MG2.

  Each of the MG1, MG2, and MG3 described above is connected to a battery via an inverter, although details are not shown. Therefore, the rotational speed and output torque when each MG1, MG2, and MG3 functions as a motor are configured to be controlled by an inverter. Similarly, the power generation amount and regenerative braking torque when each MG1, MG2, MG3 functions as a generator are also controlled by the inverter. Each MG1, MG2, MG3 is configured to be able to exchange power with each other via an inverter. For example, when a series HV mode, which will be described later, is set, MG1 and MG3 are driven by the power of the engine 1 and function as a generator, and the electric power generated by these MG1 and MG3 is supplied to MG2 to generate MG2 To function as an electric motor. That is, the motive power output from the engine 1 is once converted into electric power by the MG 1 and MG 3, and then converted again into motive power by the MG 2 so that the motive power can be transmitted to the drive wheels 22.

  An electronic control unit (ECU) 24 for controlling the operating state of the engine 1 and each of the MG1, MG2, and MG3 is provided. The ECU 24 is configured mainly with a microcomputer as an example, and performs an operation based on input data, data stored in advance, and the like, and outputs a control signal as a result of the operation to the engine 1 and each MG1. , MG2, and MG3 are configured to output to an inverter or the like. The ECU 24 includes, for example, a vehicle speed sensor that detects the vehicle speed of the vehicle Ve, an acceleration sensor that detects the longitudinal acceleration of the vehicle Ve, an engine speed sensor that detects the rotational speed of the output shaft 5 of the engine 1, and each MG1, MG2, From various sensors such as a resolver for detecting the rotational speed of the rotating shaft of the MG3, a charge sensor for detecting the state of charge of the battery, and an accelerator opening sensor for detecting the accelerator operation of the driver by an accelerator pedal or an accelerator lever. A detection signal is input.

  The driving modes that can be set by the control device for the hybrid vehicle Ve according to the present invention can be roughly divided into the following two driving modes. Here, the traveling mode refers to the state in which the clutch 12 and the brake 15 are engaged and disengaged, the engine 1 and each of the MG1, MG2,. This is a power transmission path formed by a combination with the operating state of MG3. One of the two travel modes is a travel mode in which the vehicle Ve travels with power generated only by MG1, MG2, or MG3. When this traveling mode is set, even if the engine 1 is driven, the power is temporarily converted into electric power by the MG1 and MG3, and the MG2 is driven by the converted electric power. Therefore, the power generated by the engine 1 is not directly transmitted to the drive wheels. In the following description, this is referred to as a series mode. The other travel mode is a travel mode in which the vehicle Ve is traveled by driving the engine 1 and using at least part of the power of the engine 1. The power of the remaining engine 1 is converted into electric power by MG1 and MG3. In the following description, this is referred to as a parallel mode. The hybrid vehicle Ve can travel by switching between these two travel modes, as will be described later.

  FIG. 2 is a collinear diagram of the power split mechanism 6 and the motor reduction mechanism 13 in an example of a travel mode that can be set in the control device for the hybrid vehicle Ve according to the present invention. FIG. 2A shows a series EV (electric vehicle) mode. This travel mode is set by performing normal rotation, that is, power running control of MG2 in a state where the clutch 12 is released, the brake 15 is engaged or released, and the engine 1, MG1, and MG3 are stopped. Torque output by the MG 2 is transmitted to the drive wheels 22 via the motor reduction mechanism 13 and the differential 19.

  FIG. 2B shows a travel mode that is set when the engine 1 is started, the clutch 12 is released, and the brake 15 is engaged or released when traveling in the series EV mode described above. A series HV (hybrid vehicle) mode is shown. In this travel mode, MG1 and MG3 are caused to function as generators. When the traveling mode is set and the brake 15 is released, the rotational speeds of the sun gear 7 and the ring gear 8 are the rotational speeds corresponding to the rotational speed of the carrier 10. Therefore, MG1 and MG3 are regeneratively controlled, and the power generated by engine 1 is once converted into electric power by MG1 and MG3. Further, the rotational speed of the ring gear 8 is controlled to zero by regenerative control of MG1 and MG3. On the other hand, when the brake 15 is engaged, the power of the engine 1 is temporarily converted into electric power only by the MG1. MG2 is power running controlled by the power from MG1 and MG3 or the power from the battery. Therefore, even if the engine 1 is driven, the hybrid vehicle Ve in which the travel mode is set to the series HV mode does not directly transmit the power to the drive wheels 22 and travels by the power generated by the MG2. To do.

  FIG. 2C shows the parallel HV mode. This travel mode is set by engaging the clutch 12, releasing the brake 15, driving the engine 1, reversely rotating MG1, and rotating MG3 and MG2 forward. That is, the output torque of the engine 1 is transmitted to the drive wheels 22 via the ring gear 8 by generating reaction force torque with the MG 1. Therefore, the hybrid vehicle Ve can be driven by generating a large driving force by the engine 1 and the MG2.

  FIG. 2D shows another example of the series HV mode. When setting the traveling mode, both the clutch 12 and the brake 15 are released, and the engine 1 is driven. In addition, by causing MG1 and MG3 to function as a generator, the power running control of MG2 is performed with the sun gear 7 and the ring gear 8 of the power split mechanism 6 and the rotation speed of the carrier 10 being the same or substantially the same. Is set. More specifically, since both the clutch 12 and the brake 15 are released, the rotational speeds of the sun gear 7 and the ring gear 8 are the rotational speeds corresponding to the rotational speed of the carrier 10 to which the engine 1 is connected. Therefore, the traveling mode shown in FIG. 2D is set by making the rotational speeds of the rotary elements 7, 8, and 10 of the power split mechanism 6 the same or substantially the same by the regeneration control of MG1 and MG3. In this traveling mode, as described above, both MG1 and MG3 function as a generator, that is, power can be generated by sharing between MG1 and MG3. Since the rotational speed of each of MG1 and MG3 can be lowered as compared with the case where power generation is performed using only one of the motor / generators, the load on MG1 and MG3 due to power generation is reduced. Can do. That is, it is possible to generate power using an operating region or operating point with good energy efficiency of each of MG1 and MG3. Examples of the energy-efficient operating region or operating point described above include an operating region referred to as a low torque region in which the motor torque is relatively small, and a medium torque region in which the motor torque is greater than the motor torque in the low torque region. The operation area | region etc. which are called are mentioned. Therefore, for example, when there is a large power generation request, it is preferable to set the travel mode. In addition, since the rotation speed of the engine 1 can also be controlled by MG1 and MG3, the engine 1 can also be operated at an operating point with good energy efficiency.

  The hybrid vehicle Ve in the present invention can travel while switching between the series mode and the parallel mode described above. FIG. 3 shows an alignment chart for the power split mechanism 6 and the motor reduction mechanism 13 when switching from the series mode to the parallel mode. At the present time, since the vehicle Ve is traveling at a low speed, the series HV mode is set as shown in FIG. When the series HV mode is set, as described above, the clutch 12 is released and the brake 15 is engaged.

  Thereafter, for example, when a large drive request amount, that is, a large driving force is required by depressing the accelerator and it is necessary to travel in the parallel HV mode, first, as shown in FIG. Is released. When the brake 15 is released, the rotational speed of the ring gear 8 of the power split mechanism 6 is increased by the rotation of the carrier 10. Therefore, MG1 and MG3 are regeneratively controlled following or in parallel with releasing the brake 15. Specifically, the rotational speed of MG1, that is, the rotational speed of sun gear 7 is decreased by increasing the regenerative braking torque of MG1 while engine 1 is driven. On the other hand, for MG3, the rotational speed of MG3 is increased by reducing the regenerative braking torque. Then, with the rotational speed of MG3 and the rotational speed of the ring gear 8 synchronized, as shown in FIG. 3C, the switching to the parallel HV mode is completed when the clutch 12 is engaged.

  FIG. 4 shows an alignment chart for the power split mechanism 6 and the motor reduction mechanism 13 when switching from the parallel mode to the series mode. At the present time, since the vehicle Ve is traveling at a high speed, the parallel HV mode is set as shown in FIG. When the parallel HV mode is set, as described above, the clutch 12 is engaged and the brake 15 is released.

  Thereafter, for example, when the drive request amount is reduced and it is necessary to travel in the series HV mode, the clutch 12 is first released as shown in FIG. Following or disengagement of the clutch 12, MG1 and MG3 are regeneratively controlled. Specifically, the MG 3 is controlled so as to generate a regenerative braking torque larger than the torque of the output shaft 5 of the engine 1 while the engine 1 is driven. Therefore, the torque of the output shaft 5 of the engine 1 is canceled by the regenerative braking torque of the MG 3, and the rotation speed of the MG 3, that is, the rotation speed of the ring gear 8 is decreased by the remaining regenerative braking torque. On the other hand, the rotational speed of MG1 is increased by reducing the regenerative braking torque for MG1. Then, in the state where the rotation speed of the MG 3 is zero, as shown in FIG. 4B, the switching to the series HV mode is completed by engaging the brake 15.

  As described above, according to the control device for hybrid vehicle Ve according to the present invention, the rotational speed of ring gear 8 can be controlled while both MG1 and MG3 are regeneratively controlled. The traveling state of the vehicle Ve can be switched. In particular, when the series HV mode is set, regeneration control is performed by MG1 and MG3, so that power generation using a low torque region or a medium torque region with little energy loss in each of MG1 and MG3 becomes possible. Moreover, since the rotation speed of the ring gear 8 can be directly changed by MG3, a driving | running | working state can be switched rapidly compared with the past. Furthermore, since the MG1 and MG3 are regeneratively controlled when the traveling state is switched, the energy efficiency of the hybrid vehicle control device according to the present invention can be improved. In the hybrid vehicle control apparatus according to the present invention, as described above, MG1 is connected to sun gear 7 of power split mechanism 6, and MG3 is connected to ring gear 8 so that power can be transmitted. Therefore, if the engine 1 is cranked using the MG 3, the rotational speed of the engine 1 can be quickly increased as compared with the case where the engine 1 is cranked with the MG 1. That is, the engine can be started more quickly than in the prior art.

  DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... 1st electric motor (MG1), 3 ... 2nd electric motor (MG2), 4 ... 3rd electric motor (MG3), 6 ... Power split mechanism, Ve ... Hybrid vehicle.

Claims (3)

A first electric motor having a function of generating electric power by being driven by power output from the internal combustion engine; a second electric motor driven by electric power supplied from the first electric motor to apply power to an output member; and the first electric motor; A traveling state of a hybrid vehicle provided between the second motor and a power distribution mechanism that distributes the power output from the internal combustion engine to the first motor and the output member side is provided between the second motor and the second motor. And the output member is separated from the power split mechanism and is set to an electric vehicle state that travels with the power of the second electric motor and a hybrid vehicle state that travels using at least part of the power output from the internal combustion engine. In a hybrid vehicle control device capable of
A third electric motor having a function of generating electric power driven by the power output from the internal combustion engine is provided in the hybrid vehicle;
When the electric vehicle state is set, the first electric motor and the third electric motor are driven by the power of the internal combustion engine distributed from the power distribution mechanism to generate electric power. A control device for a hybrid vehicle. The power distribution mechanism is a single pinion that performs differential action using a sun gear, a ring gear arranged concentrically with the sun gear, and a carrier holding a pinion gear meshing with the sun gear and the ring gear as rotating elements. Configured by a planetary gear mechanism,
The first motor is connected to the sun gear, the third motor, the output member, and the second motor are connected to the ring gear so that power can be transmitted, and the internal combustion engine is connected to the carrier. The hybrid vehicle control device according to claim 1. A brake for fixing the ring gear;
A clutch that selectively connects the ring gear, the output member, and the second electric motor is provided in the hybrid vehicle,
When switching from the hybrid vehicle state to the electric vehicle state, in a state where the internal combustion engine is driven, the ring gear is disconnected from the output member and the second electric motor by the clutch, and the internal combustion engine The ring gear is fixed by the brake in a state where the number of rotations of the ring gear is made zero by the first electric motor and the third electric motor driven by power and generating power,
When switching from the electric vehicle state to the hybrid vehicle state, in a state where the internal combustion engine is driven, the fixing of the ring gear by the brake is released, and the power is driven by the power of the internal combustion engine to generate power The rotation speed of the third motor is synchronized with the rotation speed of the ring gear, and the rotation speed of the third motor and the rotation speed of the ring gear are synchronized with each other by the clutch. The control apparatus for a hybrid vehicle according to claim 2.

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