JP4038183B2 - Power output device, automobile equipped with the same, and power transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the energy efficiency by suppressing losses of the energy circulation and a motor, and iron losses. <P>SOLUTION: In the power output device, a motor MG1 is connected to a sun gear 31 of a first planetary gear P1, a gear mechanism 66 is connected to a ring gear 32, a crankshaft 26 of an engine 22 is connected to a carrier 34, a motor MG2 is connected to a sun gear 36 of a second planetary gear P2, a ring gear 32 is connected to a ring gear 37, and an acceleration gear 40 is connected to a carrier 39, respectively. The acceleration gear 40 is connected to the crankshaft 26 of the engine 22 via a clutch C1, and the carrier 39 is connected to a case via a brake B1. In the power output device, an automobile travels with the clutch C1 in an uncoupled condition and the brake B1 in an ON state in a regular state, and when the motor MG1 is rotated in a reverse direction and the energy circulation is generated, the energy circulation is suppressed with the clutch C1 ON and the brake B1 OFF, and the number of rotation of the motor MG2 is reduced. The energy efficiency is improved thereby. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  More particularly, the present invention relates to a power output device that outputs power to a drive shaft, a motor vehicle including the power output device, an internal combustion engine, a first motor, and a second motor. The present invention relates to a power transmission device that converts the power of the motor and transmits it to a drive shaft.

Conventionally, as this type of power output device, an engine output shaft is connected to a drive shaft connected to an axle via a planetary gear mechanism, a generator is connected to a rotating element of the planetary gear mechanism, and a speed change is made to the drive shaft. The thing mounted in the motor vehicle which connected the electric motor via the machine is proposed (for example, refer patent document 1). In this apparatus, the power from the electric motor is changed to the power corresponding to the vehicle speed and is output to the drive shaft by changing the gear position of the transmission according to the vehicle speed.
JP 2002-225578 A (FIG. 1)

  However, in the power output apparatus described above, depending on the power required for the drive shaft, the generator is negatively rotated and driven as an electric motor, and the electric motor is driven as a generator, and part of the power output by the generator May be generated by an electric motor, and power-power-power energy circulation in which the generated electric power is supplied to the generator is generated, thereby reducing the energy efficiency of the entire apparatus. Further, when the drive shaft is rotationally driven at a high speed, it is necessary to rotationally drive the motor at a high speed, which causes an increase in drag loss or iron loss of the motor.

  The power output apparatus of the present invention and a vehicle equipped with the power output device have an object of improving energy efficiency of the device and the vehicle by suppressing power-power-power energy circulation. In addition, the power output device of the present invention and a vehicle equipped with the power output device suppress the increase in loss and iron loss by reducing the rotation speed of the motor even when the drive shaft is driven to rotate at a high speed, thereby improving the energy efficiency of the device and the vehicle. One of the purposes is to improve. One of the objects of the power transmission device of the present invention is to suppress the power-power-power energy circulation and convert the power from the internal combustion engine, the first motor, and the second motor and transmit the power to the drive shaft. . Another object of the power transmission device of the present invention is to efficiently convert the power from the internal combustion engine, the first electric motor, and the second electric motor and transmit it to the drive shaft.

  In order to achieve at least a part of the above-described object, the power output device of the present invention, the automobile on which the power output device is mounted, and the power transmission device adopt the following means.

The first power output device of the present invention comprises:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of power input and output;
A second electric motor capable of power input and output;
A plurality of shafts including four shafts connected to the output shaft of the internal combustion engine, the drive shaft, the rotating shaft of the first motor, and the rotating shaft of the second motor, and receiving power from the first motor; A first transmission state in which at least part of the power from the internal combustion engine is transmitted to the drive shaft with an output, and the power from the second electric motor is converted to a rotational speed and transmitted to the drive shaft; At least a part of the power from the internal combustion engine is transmitted to the drive shaft with input / output of electric power from the first motor, and output and rotated from the internal combustion engine with input / output of electric power from the second motor. Power from the internal combustion engine, the first electric motor, and the second electric motor by switching a plurality of transmission states including a second transmission state in which at least a part of the converted power is transmitted to the drive shaft Is converted and transmitted to the drive shaft And a power transmission means that,
It is a summary to provide.

  In the first power output apparatus of the present invention, the power transmission means transmits at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power from the first motor, and from the second motor. A first transmission state in which the power is converted to a rotational speed and transmitted to the drive shaft, and at least a part of the power from the internal combustion engine is transmitted to the drive shaft together with input / output of electric power from the first motor, and the second The internal combustion engine is switched between a plurality of transmission states including a second transmission state in which at least a part of the power output from the internal combustion engine with the input / output of electric power from the electric motor and converted in rotational speed is transmitted to the drive shaft. The power from the first motor and the second motor is converted and transmitted to the drive shaft. Accordingly, the transmission of the power from the internal combustion engine, the first electric motor, and the second electric motor to the drive shaft can be selected from a plurality of transmission states including the first transmission state and the second transmission state. By selecting the transmission state, it is possible to suppress the power-power-power energy circulation, and to suppress the first motor and the second motor from being rotated at high speed. As a result, the energy efficiency of the apparatus can be improved.

  In the first power output apparatus of the present invention, the first transmission state is a state in which the power from the second electric motor is transmitted to the drive shaft as power having a reduced rotational speed, and the second transmission state May be a state in which a part of the power having a rotational speed obtained by increasing the power output from the internal combustion engine is transmitted to the drive shaft. If it carries out like this, a 2nd electric motor can be driven using many high rotation low torque area | regions in a 1st transmission state, and power conversion is performed as what increased the rotation speed of the internal combustion engine in the 2nd transmission state. be able to. As a result, the energy efficiency of the apparatus can be improved.

  In the first power output apparatus of the present invention, the power transmission means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft of the first electric motor, and one of the three shafts. First three-axis power input / output means for inputting / outputting power to the remaining shafts based on power input / output to / from the two shafts, three axes of the drive shaft, the rotating shaft of the second motor, and the transmission shaft Second triaxial power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from any two of the three axes, and the rotational speed of the power from the internal combustion engine Connection transmission means for connecting and releasing the connection between the output shaft of the internal combustion engine and the transmission shaft, and a fixing means that can be fixed in a state in which the rotation of the transmission shaft is stopped. It can also be a means provided with. In this case, the connection transmission means releases the connection between the output shaft and the transmission shaft of the internal combustion engine, and the transmission means is fixed by the fixing means, whereby the first transmission state can be established. The second transmission state can be established by connecting the output shaft and the transmission shaft and releasing the fixing of the transmission shaft by the fixing means. Here, a planetary gear mechanism can be used as the first three-axis power input / output means and the second three-axis power input / output means.

  Further, in the first power output device of the present invention, when the first electric motor is driven in a normal rotation, the power from the internal combustion engine, the first electric motor, and the second electric motor is increased according to the first transmission state. The power transmission means is controlled so as to be converted and transmitted to the drive shaft. When the first electric motor is driven in a negative rotation, the internal combustion engine, the first electric motor, and the second electric motor are driven by the second transmission state. Transmission control means for controlling the power transmission means may be provided so that power from the electric motor is converted and transmitted to the drive shaft. If it carries out like this, the energy circulation of motive power-electric power-motive power can be suppressed more effectively.

The second power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of power input and output;
A second electric motor capable of power input and output;
Connected to the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft of the first motor, and power is applied to the remaining shaft based on the power input / output to / from any two of the three shafts. First triaxial power input / output means for outputting;
A second shaft that is connected to three axes of the drive shaft, the rotating shaft of the second electric motor, and the transmission shaft, and that inputs / outputs power to / from the remaining shaft based on power input / output to / from any two of the three shafts. 3-axis power input / output means,
A connection transmission means for connecting and releasing the connection between the output shaft of the internal combustion engine and the transmission shaft for shifting the rotational speed of the power from the internal combustion engine to the transmission shaft;
Fixing means that can be fixed in a state where rotation of the transmission shaft is stopped;
It is a summary to provide.

  In the second power output apparatus of the present invention, when the connection between the output shaft and the transmission shaft of the internal combustion engine is released by the connection transmission means and the transmission shaft is fixed by the fixing means, the second three-axis power input / output means Since the speed of the second motor is changed and output to the drive shaft, the drive shaft is driven by power based on the power from the internal combustion engine and the first motor by the first three-shaft power input / output means. And the power obtained by shifting the power from the second motor by the second three-axis power input / output means is output. When the output shaft of the internal combustion engine is connected to the transmission shaft by the connection transmission means and the fixing of the transmission shaft is released by the fixing means, the second three-shaft power input / output means and the power obtained by shifting the power from the internal combustion engine Since the power based on the power from the two motors is output to the drive shaft, the power by the second three-axis power input / output means and the first three-axis power input / output means are provided on the drive shaft. The sum of the power based on the power from the internal combustion engine and the first electric motor is output. When the output shaft of the internal combustion engine is connected to the transmission shaft by the connection transmission means and the transmission shaft is fixed by the fixing means, the output shaft of the internal combustion engine is fixed via the transmission shaft, and the first three-axis power output means is The speed of the first motor is changed and output to the drive shaft, and the second three-shaft power output means changes the speed of the second motor and outputs it to the drive shaft. The sum of the power obtained by shifting the power from the first motor by the first three-axis power input / output means and the power obtained by shifting the power from the second motor by the second three-axis power input / output means. Power is output. That is, the power from the first motor and the second motor is converted and output to the drive shaft. When the connection between the output shaft of the internal combustion engine and the transmission shaft is released by the connection transmission means and the transmission shaft is fixed by the fixing means, the transmission shaft can freely rotate. The power input / output means cannot perform power input / output, and power based on the power from the internal combustion engine and the first motor by the first three-axis power input / output means is output to the drive shaft. Is done. That is, the second electric motor can be disconnected. In this way, power can be output to the drive shaft in four states depending on the state of the connection transmission means and the fixing means. Therefore, by appropriately selecting the state, the power-power-power energy circulation is suppressed. In addition, the first electric motor and the second electric motor can be prevented from being rotated at a high speed. As a result, the energy efficiency of the apparatus can be improved. Here, a planetary gear mechanism can be used as the first three-axis power input / output means and the second three-axis power input / output means.

  In the second power output apparatus of the present invention, the second three-axis power input / output means reduces the rotational speed of the power from the second electric motor when the transmission shaft is fixed by the fixing means. The connection transmission means increases the rotational speed of the power from the internal combustion engine when connecting the output shaft of the internal combustion engine and the transmission shaft. It can also be a means for transmitting to the transmission shaft at high speed. In this way, the second electric motor can be driven using a large amount of high-rotation low-torque region, and power conversion can be performed assuming that the rotational speed of the internal combustion engine is increased. As a result, the energy efficiency of the apparatus can be improved.

  In the second power output apparatus of the present invention, when the first electric motor is driven in a normal rotation, the connection between the output shaft of the internal combustion engine and the transmission shaft is released and the transmission shaft is fixed. The connection transmission means and the fixing means are controlled such that when the first electric motor is driven in a negative rotation, the output shaft of the internal combustion engine and the transmission shaft are connected and the transmission shaft is not fixed. A switching control unit for controlling the connection transmission unit and the fixing unit may be provided. If it carries out like this, the energy circulation of motive power-electric power-motive power can be suppressed more effectively.

  In the first or second power output device of the present invention, a power storage unit capable of exchanging electric power with the first motor and the second motor may be provided. In this way, it is possible to convert the excessively output power of the internal combustion engine into electric power and store it in the power storage means, or to cover the power shortaged by the power of the internal combustion engine with the power from the power storage means. As a result, the internal combustion engine can be operated efficiently.

  Further, in the first or second power output device of the present invention, requested power setting means for setting requested power to be output to the drive shaft based on an operation of an operator, and power based on the set requested power. Drive control means for controlling the internal combustion engine, the first electric motor, and the second electric motor so that is output to the drive shaft. If it carries out like this, the motive power based on an operator's operation can be output to a drive shaft.

  The automobile of the present invention is the first or second power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus that outputs power to the drive shaft, A first motor capable of power input / output; a second motor capable of power input / output; an output shaft of the internal combustion engine; the drive shaft; a rotation shaft of the first motor; and a rotation of the second motor. A plurality of shafts including four shafts connected to the shaft, transmitting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power from the first electric motor, and the second A first transmission state in which the power from the electric motor is converted to a rotational speed and transmitted to the drive shaft, and at least a part of the power from the internal combustion engine is driven with input / output of electric power from the first motor. Transmitted to the shaft and accompanied by input / output of electric power from the second motor. The internal combustion engine and the first electric motor by switching a plurality of transmission states including a second transmission state in which at least part of the power output from the internal combustion engine and converted in rotational speed is transmitted to the drive shaft. A first power output device of the present invention comprising power transmission means for converting power from the second electric motor and transmitting the power to the drive shaft, or a power output device for outputting power to the drive shaft. An internal combustion engine, a first motor capable of power input / output, a second motor capable of power input / output, an output shaft of the internal combustion engine, the drive shaft, and a rotation shaft of the first motor A first three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from any two of the three shafts, the drive shaft and the second electric motor One of the three axes connected to the three axes of the rotation axis and the transmission axis Second triaxial power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from the shaft, and transmitting the power from the internal combustion engine to the transmission shaft by changing the rotational speed A connection transmission means for connecting and releasing the connection between the output shaft of the internal combustion engine and the transmission shaft, and a fixing means that can be fixed in a state where the rotation of the transmission shaft is stopped. The gist is that a power output device is mounted and an axle is connected to the drive shaft.

  In this automobile of the present invention, the first or second power output device of the present invention according to any one of the above-described aspects is mounted. Therefore, the effects exhibited by the first or second power output device of the present invention, for example, power -The effect of suppressing the power-power energy circulation, the effect of suppressing the rotation of the first motor and the second motor at high rotation, and the energy efficiency of the device as a result of these effects. The same effects as those that can be improved can be obtained.

The first power transmission device of the present invention includes:
An output shaft of the internal combustion engine, a drive shaft, a plurality of shafts including four shafts connected to a rotation shaft of the first motor and a rotation shaft of the second motor, and input / output of electric power from the first motor A first transmission state in which at least part of the power from the internal combustion engine is transmitted to the drive shaft and the power from the second electric motor is converted to a rotational speed and transmitted to the drive shaft; and from the first motor At least part of the motive power from the internal combustion engine is transmitted to the drive shaft with input / output of electric power, and output from the internal combustion engine with input / output of electric power from the second electric motor, and the rotation speed is converted. A plurality of transmission states including a second transmission state in which at least a part of the motive power transmitted to the drive shaft is switched to convert power from the internal combustion engine, the first electric motor, and the second electric motor. And transmitting to the drive shaft To do.

  In the first power transmission device of the present invention, at least part of the power from the internal combustion engine is transmitted to the drive shaft with the input / output of electric power from the first electric motor, and the rotational speed of the power from the second electric motor is increased. A first transmission state that is converted and transmitted to the drive shaft, and at least part of the power from the internal combustion engine is transmitted to the drive shaft along with input / output of power from the first motor, and the power from the second motor is also transmitted. An internal combustion engine and a first electric motor by switching between a plurality of transmission states including a second transmission state in which at least part of the power output from the internal combustion engine with input / output and converted in rotational speed is transmitted to the drive shaft The power from the second electric motor is converted and transmitted to the drive shaft. Accordingly, the transmission of the power from the internal combustion engine, the first electric motor, and the second electric motor to the drive shaft can be selected from a plurality of transmission states including the first transmission state and the second transmission state. By selecting the transmission state, it is possible to suppress the power-power-power energy circulation, and to suppress the first motor and the second motor from being rotated at high speed. As a result, power from the internal combustion engine, the first electric motor, and the second electric motor can be efficiently converted and transmitted to the drive shaft.

The second power transmission device of the present invention includes:
A power transmission device that converts power from an internal combustion engine, a first motor, and a second motor and transmits the power to a drive shaft,
Connected to the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft of the first motor, and power is applied to the remaining shaft based on the power input / output to / from any two of the three shafts. First triaxial power input / output means for outputting;
A second shaft that is connected to the drive shaft, the rotation shaft of the second electric motor, and the transmission shaft, and that inputs / outputs power to / from the remaining shaft based on power input / output to / from any two of the three shafts; 3-axis power input / output means;
A connection transmission means for connecting and releasing the connection between the output shaft of the internal combustion engine and the transmission shaft for shifting the rotational speed of the power from the internal combustion engine to the transmission shaft;
Fixing means that can be fixed in a state where rotation of the transmission shaft is stopped;
It is a summary to provide.

  In the second power transmission device of the present invention, when the connection between the output shaft of the internal combustion engine and the transmission shaft is released by the connection transmission means and the transmission shaft is fixed by the fixing means, the second three-axis power input / output means Since the speed of the second motor is changed and output to the drive shaft, the drive shaft is driven by power based on the power from the internal combustion engine and the first motor by the first three-shaft power input / output means. And the power obtained by shifting the power from the second motor by the second three-axis power input / output means is output. When the output shaft of the internal combustion engine is connected to the transmission shaft by the connection transmission means and the fixing of the transmission shaft is released by the fixing means, the second three-shaft power input / output means and the power obtained by shifting the power from the internal combustion engine Since the power based on the power from the two motors is output to the drive shaft, the power by the second three-axis power input / output means and the first three-axis power input / output means are provided on the drive shaft. The sum of the power based on the power from the internal combustion engine and the first electric motor is output. When the output shaft of the internal combustion engine is connected to the transmission shaft by the connection transmission means and the transmission shaft is fixed by the fixing means, the output shaft of the internal combustion engine is fixed via the transmission shaft, and the first three-axis power output means is The speed of the first motor is changed and output to the drive shaft, and the second three-shaft power output means changes the speed of the second motor and outputs it to the drive shaft. The sum of the power obtained by shifting the power from the first motor by the first three-axis power input / output means and the power obtained by shifting the power from the second motor by the second three-axis power input / output means. Power is output. That is, the power from the first motor and the second motor is converted and output to the drive shaft. When the connection between the output shaft of the internal combustion engine and the transmission shaft is released by the connection transmission means and the transmission shaft is fixed by the fixing means, the transmission shaft can freely rotate. The power input / output means cannot perform power input / output, and power based on the power from the internal combustion engine and the first motor by the first three-axis power input / output means is output to the drive shaft. Is done. That is, the second electric motor can be disconnected. In this way, power can be output to the drive shaft in four states depending on the state of the connection transmission means and the fixing means. Therefore, by appropriately selecting the state, the power-power-power energy circulation is suppressed. In addition, the first electric motor and the second electric motor can be prevented from being rotated at a high speed. As a result, power from the internal combustion engine, the first electric motor, and the second electric motor can be efficiently converted and transmitted to the drive shaft. Here, a planetary gear mechanism can be used as the first three-axis power input / output means and the second three-axis power input / output means.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment is connected to an engine 22 and a crankshaft 26 of the engine 22 via a damper 28, and to drive wheels 69a and 69b via a differential gear 68 and a gear mechanism 66. The power distribution / integration mechanism 30 connected, the motor MG1 capable of generating power connected to the power distribution / integration mechanism 30, the motor MG2 capable of generating power also connected to the power distribution / integration mechanism 30, and the entire power output device are controlled. The hybrid electronic control unit 70 is provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes two planetary gears P1 and P2, a speed increasing gear 40, a clutch C1, and a brake B1. The sun gear 31 of the first planetary gear P1 is connected to the rotation shaft of the motor MG1, the ring gear 32 is connected to the gear mechanism 66, and the carrier 34 connecting the pinion gear 33 is connected to the crankshaft 26 of the engine 22. As described above, the ring gear 32 of the first planetary gear P1 is connected to the gear mechanism 66 and is finally connected to the drive wheels 69a and 69b. I will call it. The sun gear 36 of the second planetary gear P2 is connected to the rotating shaft of the motor MG2, the ring gear 37 is connected to the ring gear 32 and the gear mechanism 66, and the carrier 39 connecting the pinion gear 38 is connected to the speed increasing gear 40. The speed increasing gear 40 is connected to the crankshaft 26 of the engine 22 via the clutch C1, and when the clutch C1 is turned on, the rotational speed of the engine 22 is increased and input to the carrier 39 of the second planetary gear P2. It can be done. The carrier 39 is connected to the case via the brake B1.

  The power distribution and integration mechanism 30 configured in this way turns off the clutch C1 and turns on the brake B1, thereby taking the reaction force from the engine 22 by the motor MG1, thereby driving the drive shaft 65 (ring gear 32 and ring gear). 37, and the power from the motor MG2 can be decelerated and output to the drive shaft 65. A collinear line showing the dynamic relationship between the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 when power is output to the drive shaft 65 with the clutch C1 turned off and the brake B1 turned on. An example of the diagram is shown in FIG. In the figure, the S1 axis from the left indicates the rotation speed of the sun gear 31 of the first planetary gear P1 that is the rotation speed Nm1 of the motor MG1, and the C1 axis is the rotation speed of the carrier 34 of the first planetary gear P1 that is the rotation speed Ne of the engine 22. R1 and R2 axes indicate the rotational speed of the drive shaft 65, that is, the ring gear 32 of the first planetary gear P1 and the ring gear 37 of the second planetary gear P2, and the C2 axis indicates the rotational speed of the carrier 39 of the second planetary gear P2. The S2 axis indicates the rotation speed of the sun gear 36 of the second planetary gear P2, which is the rotation speed Nm2 of the motor MG2. In the collinear diagram, the torque acting on each rotating element (each axis) can be identified with the force acting on the beam when the collinear is regarded as a beam. In the state of FIG. 2, since the clutch C1 is turned off, the first planetary gear P1 functions as the sun gear 31, the ring gear 32, and the carrier 34, and a part of the torque Te output from the engine 22 is motorized. By outputting torque Tm1 from MG1, it is output to drive shaft 65. At this time, the torque output to the drive shaft 65 is represented by Tm1 / ρ1, where ρ1 is the gear ratio of the first planetary gear P1 (the number of teeth of the sun gear 31 / the number of teeth of the ring gear 32). Further, since the brake B1 is turned on, the second planetary gear P2 functions as a reduction gear that decelerates the power of the motor MG2 and transmits it to the drive shaft 65, and increases the torque Tm2 from the motor MG2 to increase the drive shaft. Output to 65. At this time, the torque output to the drive shaft 65 is represented by Tm2 / ρ2, where ρ2 is the gear ratio of the second planetary gear P2 (the number of teeth of the sun gear 36 / the number of teeth of the ring gear 37). Therefore, the torque output to the drive shaft 65 (the rotation shaft of the ring gear 32 and the ring gear 37) is increased by a part of the torque from the engine 22 transmitted by the first planetary gear P1 and the motor MG1 and the second planetary gear P2. Is the sum of torques output from the motor MG2.

  Further, the power distribution and integration mechanism 30 turns on the clutch C1 and turns off the brake B1, thereby taking a reaction force from the motor MG1 and the motor MG2 to take the reaction from the drive shaft 65 (ring gear 32). And the rotation shaft of the ring gear 37). FIG. 3 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 in this state. Regarding the state of the first planetary gear P1, only the magnitude of the torque (torque from the engine 22) acting on the carrier 34 is different, and the mechanical relationship is as described above. Since the clutch C1 is turned on and the brake B1 is turned off, the torque from the engine 22 is applied not only to the carrier 34 of the first planetary gear P1 but also to the carrier 39 of the second planetary gear P2 via the speed increasing gear 40. Is also entered. Therefore, the state of the second planetary gear P2 is the same as that of the first planetary gear P1 except that the magnitude of torque acting on the carrier 39 (torque from the engine 22 acting via the speed increasing gear 40) is different. Thus, by outputting the torque Tm2 as a reaction force by the motor MG2, a part of the torque Te output from the engine 22 is output to the drive shaft 65. At this time, the torque output to the drive shaft 65 is represented by Tm2 / ρ2. The torque Te from the engine 22 can be applied to both the carrier 34 of the first planetary gear P1 and the carrier 39 of the second planetary gear P2. If the reaction force is completely received by the motor MG2, the torque output from the motor MG1 is output. Is not necessary, and if all of the reaction force is received by the motor MG1, the output of torque from the motor MG2 is not necessary. In other words, in this state, the engine speed Ne can be controlled by the motor MG1 and the motor MG2. Further, when the brake B1 is turned off, the rotational speed Nm2 of the motor MG2 becomes smaller than in the state where the brake B1 is turned on. Considering a state where the vehicle is traveling at a high speed, the motor MG2 must be driven to rotate at a high rotational speed when the brake B1 is turned on, but the motor MG2 is driven at a low rotational speed by turning off the brake B1. Can be driven to rotate. Therefore, an increase in drag loss and iron loss in the motor MG2 can be suppressed.

  Further, the power distribution and integration mechanism 30 can turn on the clutch C1 and the brake B1 to fix the crankshaft 26 of the engine 22 to the case via the carrier 39 of the second planetary gear P2. . FIG. 4 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 in this state. In this state, because the crankshaft 26 of the engine 22 is fixed so as not to rotate, the first planetary gear P1 decelerates the power of the motor MG1 and transmits it to the drive shaft 65 (the rotation shafts of the ring gear 32 and the ring gear 37). It functions as a gear and increases the torque Tm1 from the motor MG1 and outputs it to the drive shaft 65. At this time, the torque output to the drive shaft 65 is represented by Tm1 / ρ1. As described above, when the brake B1 is turned on, the second planetary gear P2 also functions as a reduction gear, so that the torque Tm2 from the motor MG2 can be increased and output to the drive shaft 65. Therefore, in this state, the sum of the power of the motor MG1 decelerated by the first planetary gear P1 and the power of the motor MG2 decelerated by the second planetary gear P2 is output to the drive shaft.

  In addition, the power distribution and integration mechanism 30 can disconnect the motor MG2 by turning off both the clutch C1 and the brake B1. The collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 in this state is only on the first planetary gear P1 side in FIG. The on / off control of the clutch C1 and the brake B1 described above is performed by the hybrid electronic control unit 70.

  Both motor MG1 and motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with battery 60 via inverters 51 and 52. The power line 64 connecting the inverters 51 and 52 and the battery 60 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 51 and 52, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, the battery 60 is charged / discharged by electric power generated from one of the motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 60 is not charged / discharged. The motors MG1, MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 50. The motor ECU 50 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 53 and 54 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase currents applied to the motors MG1 and MG2 are input, and the motor ECU 50 outputs switching control signals to the inverters 51 and 52. The motor ECU 50 communicates with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 according to the control signal from the hybrid electronic control unit 70, and stores data on the operating state of the motors MG1 and MG2 as necessary. Output to the hybrid electronic control unit 70.

  The battery 60 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 62. The battery ECU 62 receives signals necessary for managing the battery 60, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 60, and a power line 64 connected to the output terminal of the battery 60. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 60, and the like are input. Output to the control unit 70. In the battery ECU 62, the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor for managing the battery 60, the input / output limit Win based on the remaining capacity (SOC) and the battery temperature, Wout and the like are also calculated or set.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. In addition, the hybrid electronic control unit 70 outputs a drive signal to the clutch C1, a drive signal to the brake B1, and the like through an output port. Further, as described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 50, and the battery ECU 62 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 50, and the battery ECU 62. Is doing.

  The hybrid vehicle 20 of the embodiment configured in this way calculates the required drive torque Tr * to be output to the drive shaft 65 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The clutch C1 and the brake B1 are on / off controlled so that the required power corresponding to the drive request torque Tr * is efficiently output to the drive shaft 65, and accordingly, the engine 22, the motor MG1, and the motor MG2 Is controlled. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the drive shaft 65, and the power required for charging and discharging the battery 60. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 60 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is output to the drive shaft 65 with torque conversion by MG2. There are a charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled, and a motor operation mode in which the operation of the engine 22 is stopped and the motor MG1 and the motor MG2 are controlled to output power corresponding to the required power to the drive shaft 65. . The torque conversion operation mode and the charge / discharge operation mode have only a difference in whether the battery 60 is charged or discharged, and there is no substantial difference in control.

Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described.
FIG. 5 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotation speeds Nm1, Nm2, required charging / discharging power Pb * for charging / discharging the battery 60, and the like are input (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on the rotational position of the crankshaft 26 detected by a crank position sensor (not shown) and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 50 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 53 and 54. It was supposed to be. Further, the required charging / discharging power Pb * for charging / discharging the battery 60 is set based on the remaining capacity (SOC) and is input from the battery ECU 62 by communication.

  When the data is input in this way, the drive request torque Tr * to be output to the drive shaft 65 as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V, and the vehicle request power P * required for the vehicle, Is set (step S110). In the embodiment, the drive request torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the drive request torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc and the vehicle speed. When V is given, the corresponding drive request torque Tr * is derived and set from the stored map. FIG. 6 shows an example of the drive request torque setting map. The required vehicle power P * can be calculated as the sum of the required charge / discharge power Pb * required by the battery 60 and the loss Loss obtained by multiplying the set drive request torque Td * by the rotational speed Nr of the drive shaft 65. . The rotational speed Nr of the drive shaft 65 can be obtained by multiplying the vehicle speed V by the conversion factor k.

  When the drive request torque Tr * and the vehicle request power P * are set, the engine request power Pe * to be output from the engine 22 is set based on the set vehicle request power P * (step S120). The required engine power Pe * is set this time with the engine required power Pe * set by executing this routine so far because the response of the engine 22 is slower than the motors MG1, MG2, etc. The engine required power Pe * is set using a smoothing process or a rate process in which the vehicle required power P * is eventually set as the engine required power Pe * using the vehicle required power P *. Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set engine required power Pe * (step S130). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for operating the engine 22 efficiently and the engine required power Pe *. FIG. 7 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained by the intersection of the operating line and a curve with a constant engine required power Pe * (Ne * × Te *).

  Next, the engine required power Pe * is compared with a threshold value Pref (step S140). Here, the threshold value Pref is set to determine whether or not to stop the engine 22. When the engine required power Pe * is less than the threshold value Pref, the engine 22 is stopped and the clutch C1 is turned off and the brake B1 is turned on (step S150) in order to run with only the torque from the motor MG2. Is set to the target rotational speed Ne * and the target torque Te * of the engine 22 (step S160), the torque command Tm1 * of the motor MG1 is also set to the value 0 and the drive request torque Tr * Is divided by the gear ratio ρ2 of the second planetary gear P2 to set the torque command Tm2 * of the motor MG2 (step S170), and the set target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24. At the same time, the motor EC MG1 and MG2 torque commands Tm1 * and Tm2 * Send to 40 (step S260), and terminates the drive control routine. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 50 that receives the torque commands Tm1 * and Tm2 * switches the switching elements of the inverters 51 and 52 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. Since the value 0 is set for the target rotational speed Ne * and the target torque Te *, the engine ECU 24 stops control such as fuel injection control and ignition control when the engine 22 is in operation. When the engine 22 is stopped, the state (stopped state) is maintained. Here, in this routine, when the motor travels, the clutch C1 is turned off and the brake B1 is turned on to travel only with the torque Tm2 from the motor MG2. However, the clutch C1 is turned on and the brake B1 is turned on. The state shown in the collinear diagram illustrated in FIG. 4 may be used to travel by outputting the torque Tm1 from the motor MG1 to the drive shaft 65 in addition to the torque Tm2 from the motor MG2. The reason why the clutch C1 is turned off when the motor is running in the embodiment will be described later.

  When engine required power Pe * is equal to or greater than threshold value Pref, it is determined whether vehicle speed V is equal to or greater than threshold value Vref and rotation speed Nm1 of motor MG1 is less than 0 (steps S180 and S190). Here, the threshold value Vref is used to determine whether or not the vehicle is traveling at a relatively high speed. For example, a value such as 60 km / h or 80 km / h can be used. When the rotational speed Nm1 of the motor MG1 is less than 0, in order to output the torque from the engine 22 to the drive shaft 65, the motor MG2 needs to function as an electric motor at a negative rotational speed. If the balance of electric power is taken at this time, motor MG2 will drive as a generator. In this state, a part of the power output from the engine 22 and the motor MG1 to the drive shaft 65 is used to generate power by the motor MG2, and the power-power-power energy circulation that supplies this generated power to the motor MG1 occurs. This results in a decrease in energy efficiency. This state of energy circulation is resolved in a short time when the vehicle speed V is low, such as when the accelerator pedal 83 is depressed. However, when the vehicle speed V is high and the vehicle is traveling at a relatively high speed, the vehicle is particularly fast traveling. It is not solved in a short time. Therefore, it is necessary to suppress energy circulation in the state of traveling at high speed from the viewpoint of improving fuel consumption. The determinations in steps S180 and S190 of the embodiment determine whether or not energy circulation occurs when traveling at a relatively high speed from such a viewpoint.

  Even when the vehicle speed V is less than the threshold value Vref or when the vehicle speed V is greater than or equal to the threshold value Vref, if the rotational speed Nm1 of the motor MG1 is greater than or equal to 0, the vehicle speed V is low even if energy circulation occurs or energy circulation occurs. Therefore, the clutch C1 is turned off and the brake B1 is turned on, and the state illustrated in FIG. 2 is obtained (step S200). The state where the clutch C1 is turned off and the brake B1 is turned on can be considered as a normal state. The reason why the clutch C1 is turned off during the motor running is that the operation of the clutch C1 is not required to start the engine 22 to the normal state. Therefore, when shifting from motor running, it is not necessary to operate the clutch C1 or the brake B1. Subsequently, the target rotational speed Nm1 * of the motor MG1 is calculated and calculated by the following equation (1) using the set target rotational speed Ne *, the rotational speed Nr of the drive shaft 65, and the gear ratio ρ1 of the first planetary gear P1. Based on the target rotational speed Nm1 * and the current rotational speed Nm1, a torque command Tm1 * for the motor MG1 is calculated by equation (2) (step S210). Here, Expression (1) is a dynamic relational expression for the rotating element of the first planetary gear P1, and can be easily derived by using the alignment chart of FIG. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * ＝ Ne * ・ (1 + ρ1) / ρ1−Nr / ρ1 (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)
Then, using the drive request torque Tr *, the set torque command Tm1 * and the gear ratio ρ2 of the second planetary gear P2, the torque command Tm2 * of the motor MG2 is calculated by the following equation (3) (step S220) and set. The target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S260). finish. The control by the engine ECU 24 has been described above.

Tm2 * ＝ − (Tr * + Tm1 * / ρ1) / ρ2 (3)
When it is determined in steps S180 and S190 that the vehicle speed V is equal to or higher than the threshold value Vref and the rotation speed Nm1 of the motor MG1 is less than 0, it is determined that energy circulation is occurring while the vehicle is traveling at a relatively high speed. The clutch C1 is turned on and the brake B1 is turned off to achieve the state illustrated in FIG. 3 (step S230). When the clutch C1 is turned off and the brake B1 is turned on, the brake C1 is turned on and the brake B1 is turned off. First, the brake B1 is turned off, and the rotational speed of the carrier 39 of the second planetary gear P2 is The rotational speed Nm2 of the motor MG2 is adjusted so that the rotational speed Ne is increased by the speed increasing gear 40, and then the clutch C1 is turned on. Thereby, the torque shock accompanying operation of clutch C1 and brake B1 can be reduced. On the other hand, when the clutch C1 is on and the brake B1 is off, the clutch C1 is off and the brake B1 is on. First, the clutch C1 is turned off and the rotation speed of the carrier 39 of the second planetary gear P2 is turned on. The rotation speed Nm2 of the motor MG2 is adjusted so that the value becomes 0, and then the brake B1 is turned on.

  Subsequently, the torque command Tm1 * of the motor MG1 is calculated using the above-described equation (1) and the following equation (4) (step S240), and the torque command Tm2 of the motor MG2 is calculated using the equations (5) and (6). * Is calculated (step S250), and the set target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. Then, the drive control routine is finished (step S260). Here, the expressions (5) and (6) are obtained by applying the above expressions (1) and (2) to the motor MG2, and the expression (4) has a value of 0 on the right side of the above expression (2). The value is multiplied by the coefficient s less than 1. The coefficient s sets the degree of specific gravity of the rotational speed control by the motor MG1 in the control of the rotational speed Ne of the engine 22 by the rotational speed control by the motor MG1 and the rotational speed control by the motor MG2, and the specific gravity becomes closer to 0. Becomes smaller. That is, as the coefficient s decreases, the torque command Tm1 * of the motor MG1 approaches 0 and the torque command Tm2 * of the motor MG2 increases. As described above, the torque Te from the engine 22 can be applied to both the carrier 34 of the first planetary gear P1 and the carrier 39 of the second planetary gear P2, but if the reaction force is completely received by the motor MG2, the motor MG1. The torque output from the motor MG2 is no longer necessary, and if all the reaction force is received by the motor MG1, the torque output from the motor MG2 is not necessary. Therefore, the motor MG2 is controlled at the rotational speed by setting the torque command Tm1 * of the motor MG1 to 0. Conversely, the motor MG1 can be controlled in rotational speed by setting the torque command Tm2 * of the motor MG2 to 0. Considering the state of energy circulation, it is more advantageous from the viewpoint of energy efficiency than the case where the rotational speed control of the motor MG2 with the torque command Tm1 * of the motor MG1 as 0 is the reverse. The processing of steps S240 and S250 of the embodiment brings the torque command Tm1 * of the motor MG1 close to the value 0 and increases the torque command Tm2 * of the motor MG2 from this point of view, thereby suppressing energy circulation, thereby improving energy efficiency. To make it happen. Further, when the brake B1 is turned off, the motor MG2 is driven to rotate at a lower rotational speed than in the state where the brake B1 is turned on, so that an increase in drag loss and iron loss in the motor MG2 can be suppressed. it can. In Expression (5), “G” in the first term on the right side is the gear ratio of the speed increasing gear 40. This is because the rotational speed Ne of the engine 22 is increased by the speed increasing gear 40 and input to the carrier 39 of the second planetary gear P2. In Equation (6), “k3” in the second term on the right side is the gain of the proportional term, and “k4” in the third term on the right side is the gain of the integral term.

Tm1 * ＝ s ・ [Previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt} (4)
Nm2 * ＝ Ne * ・ G ・ (1 + ρ2) / ρ2−Nr / ρ2 (5)
Tm2 * = previous Tm2 * + k3 (Nm2 * −Nm2) + k4∫ (Nm2 * −Nm2) dt (6)
According to the hybrid vehicle 20 of the embodiment described above, during normal running, the clutch C1 is turned off and the brake B1 is turned on, so that the power from the engine 22 is taken as a reaction force by the motor MG1 to drive the drive shaft. 65 (rotating shafts of the ring gear 32 and the ring gear 37) and the power from the motor MG2 can be decelerated and output to the drive shaft 65. When energy circulation occurs while traveling at a relatively high speed, the clutch C1 is turned on and the brake B1 is turned off, so that the power from the engine 22 is reacted by the motor MG1 and the motor MG2. Can be output to the drive shaft 65 (the rotation shaft of the ring gear 32 and the ring gear 37) to suppress energy circulation and improve energy efficiency. In addition, by using the coefficient s, the torque command Tm1 * of the motor MG1 is brought close to the value 0 and the torque command Tm2 * of the motor MG2 is increased, thereby suppressing energy circulation, thereby improving the energy efficiency. Further, by turning off the brake B1, the motor MG2 can be driven to rotate at a lower rotational speed than in the state in which the brake B1 is turned on, and an increase in drag loss and iron loss in the motor MG2 can be suppressed. Of course, it is possible to drive the vehicle by outputting the drive request torque Tr * requested by the driver to the drive shaft 65 (the rotation shaft of the ring gear 32 and the ring gear 37).

  Further, according to the hybrid vehicle 20 of the embodiment, when the clutch C1 is turned off and the brake B1 is turned on, the brake C1 is turned on and the brake B1 is turned off, the brake B1 is turned off and the second planetary gear P2 is turned on. The rotational speed Nm2 of the motor MG2 is adjusted so that the rotational speed of the carrier 39 becomes the rotational speed obtained by increasing the rotational speed Ne of the engine 22 by the speed increasing gear 40, and then the clutch C1 is turned on. When the clutch B1 is turned off and the brake B1 is turned on from the state where the brake B1 is off and the brake B1 is off, the clutch C1 is turned off and the motor MG2 is set so that the rotation speed of the carrier 39 of the second planetary gear P2 becomes zero. Since the rotational speed Nm2 is adjusted and then the brake B1 is turned on, the clutch C1 and the brake B1 It is possible to reduce the torque shock associated with the work.

  Here, in the hybrid vehicle 20 of the embodiment, the engine 22 corresponds to the internal combustion engine, the motor MG1 corresponds to the first electric motor, the motor MG2 corresponds to the second electric motor, and the first planetary gear P1 is the first 3 The second planetary gear P2 corresponds to the second three-axis power input / output means, the speed increasing gear 40 and the clutch C1 correspond to the connection transmission means, and the brake B1 is the fixing means. It corresponds to.

  In the hybrid vehicle 20 of the embodiment, depending on whether or not energy circulation occurs while traveling at a relatively high speed, the power from the engine 22 is generated by the motor MG1 by the operation of the clutch C1 and the brake B1. As a result, the power output from the motor MG2 to the drive shaft 65 is decelerated and output to the drive shaft 65, and the power from the engine 22 is output to the drive shaft 65 by the reaction force between the motor MG1 and the motor MG2. However, it is also possible to switch between these states even when the vehicle is not traveling at a relatively high speed or when energy circulation is not occurring.

  In the hybrid vehicle 20 according to the embodiment, when energy circulation occurs while traveling at a relatively high speed, the torque command Tm1 * of the motor MG1 is reduced using the coefficient s and the torque command Tm2 * of the motor MG2 is set. Although the value is increased, a value 0 may be set for the torque command Tm1 * of the motor MG1, or a relatively small predetermined value may be set for the torque command Tm1 * of the motor MG1.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is stopped when the engine required power Pe * is less than the threshold value Pref. However, the engine 22 may not be stopped. Further, when the engine required power Pe * is less than the threshold value Pref, the clutch C1 is turned off and the brake B1 is turned on, but both the clutch C1 and the brake B1 may be turned on.

  In the hybrid vehicle 20 of the embodiment, the engine 22, the motor MG1, and the motor MG2 are arranged on a straight line, but may be arranged on different straight lines. For example, as shown in the modification of FIG. 8, the engine 22 and the motor MG1 may be arranged on a straight line, and the motor MG2 may be arranged on a different straight line. In this case, the ring gear 32 of the first planetary gear P1 and the ring gear 37 of the second planetary gear P2 may be connected with a gear ratio. In addition, the broken line arrow in FIG. 8 shows gear connection.

  In the hybrid vehicle 20 of the embodiment, the crankshaft 26 of the engine 22 is directly connected to the carrier 34 of the first planetary gear P1, but may be connected to the carrier 34 via a speed increasing gear. In this case, it is preferable that the crankshaft 26 be configured so that it can be selected whether the crankshaft 26 is connected via the speed increasing gear or not.

  In the embodiment, the present invention has been described as the hybrid vehicle 20, but may be applied as a power output device up to the drive shaft 65, or may be applied as a power transmission device that does not include the engine 22, the motor MG1, the motor MG2, and the like. Also good. In this case, the power output device and the power transmission device may be mounted on a vehicle such as a train other than an automobile, or may be mounted on a ship or an aircraft. Further, it may be incorporated into a construction machine or the like.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 in the state where the clutch C1 is off and the brake B1 is on. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 in the state where the clutch C1 is on and the brake B1 is off. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integrated mechanism 30 in which both the clutch C1 and the brake B1 are on. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. It is a block diagram which shows the outline of a structure of a modification.

Explanation of symbols

20 Hybrid Vehicle, 22 Engine, 24 Electronic Control Unit for Engine (Engine ECU), 26 Crankshaft, 28 Damper, 30 Power Distribution Integration Mechanism, 31, 36 Sun Gear, 32, 37 Ring Gear, 33, 38 Pinion Gear, 34, 39 Carrier , 40 speed increasing gear, 50 motor electronic control unit (motor ECU), 51, 52 inverter, 53, 54 rotational position detection sensor, 60 battery, 62 battery electronic control unit (battery ECU), 64 power line, 65 drive Shaft, 66 gear mechanism, 68 differential gear, 69a, 69b drive wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 Kuserupedaru, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, P1, P2 planetary gear, MG1, MG2 motor, C1 clutch, B1 brake.

Claims (8)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of power input and output;
A second electric motor capable of power input and output;
Connected to the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft of the first motor, and power is applied to the remaining shaft based on the power input / output to / from any two of the three shafts. First triaxial power input / output means for outputting;
A second shaft that is connected to three axes of the drive shaft, the rotating shaft of the second electric motor, and the transmission shaft, and that inputs / outputs power to / from the remaining shaft based on power input / output to / from any two of the three shafts. 3-axis power input / output means,
A connection transfer means for connection and release of the connection between the output shaft and said transmission shaft of the internal combustion engine as well as transmitted to the transmission shaft power by shifting the rotational speed from the internal combustion engine,
Fixing means that can be fixed in a state where rotation of the transmission shaft is stopped;
A power output device comprising:   The second triaxial power input / output means is means for reducing the rotational speed of the power from the second electric motor and outputting it to the drive shaft when the transmission shaft is fixed by the fixing means. The power output apparatus according to 1.   The connection transmission means is means for transmitting the power from the internal combustion engine to the transmission shaft by increasing the rotational speed when connecting the output shaft of the internal combustion engine and the transmission shaft. Power output device.   When the first electric motor is driven in the forward rotation, the connection transmission means and the fixing means are controlled so that the connection between the output shaft of the internal combustion engine and the transmission shaft is released and the transmission shaft is fixed. And switching control for controlling the connection transmission means and the fixing means so that the output shaft of the internal combustion engine and the transmission shaft are connected and the transmission shaft is not fixed when the first electric motor is driven in a negative rotation. The power output apparatus according to any one of claims 1 to 3, further comprising means.   5. The power output apparatus according to claim 1, further comprising a power storage unit capable of exchanging electric power with the first motor and the second motor. The power output device according to any one of claims 1 to 5,
Requested power setting means for setting required power to be output to the drive shaft based on an operation of an operator;
Drive control means for controlling the internal combustion engine, the first electric motor, and the second electric motor so that power based on the set required power is output to the drive shaft;
A power output device comprising:   An automobile comprising the power output device according to claim 1 and an axle connected to the drive shaft. A power transmission device that converts power from an internal combustion engine, a first motor, and a second motor and transmits the power to a drive shaft,
Connected to the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft of the first motor, and power is applied to the remaining shaft based on the power input / output to / from any two of the three shafts. First triaxial power input / output means for outputting;
A second shaft that is connected to the drive shaft, the rotation shaft of the second electric motor, and the transmission shaft, and that inputs / outputs power to / from the remaining shaft based on power input / output to / from any two of the three shafts; 3-axis power input / output means;
A connection transfer means for connection and release of the connection between the output shaft and said transmission shaft of the internal combustion engine as well as transmitted to the transmission shaft power by shifting the rotational speed from the internal combustion engine,
Fixing means that can be fixed in a state where rotation of the transmission shaft is stopped;
A power transmission device comprising:

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