JP4044913B2 - 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, and to perform miniaturization. <P>SOLUTION: When a drive shaft 65 is driven at a relatively low rotational range, a clutch C1 and a brake B1 are turned on, a clutch C2 and a brake B2 are turned off, and a power distribution and integration mechanism 30 is functioned as a three-element type of the first gear ratio with an engine 22, a high speed type motor MG1 and the drive shaft 65 being three rotary shafts. The power from a low speed type motor MG2 is output to the drive shaft 65 at the first reduction ratio in the connection state. When the drive shaft 65 is driven at a relatively high rotational range, the clutch C1 and the brake B1 are turned off, the clutch C2 and the brake B2 are turned on, the power distribution and integration mechanism 30 is functioned as a three-element type of the second gear ratio with the engine 22, the motor MG2 and the drive shaft 65 being three rotary shafts, and the power from a low speed type motor MG1 is output to the drive shaft 65 at the second reduction ratio in the connection state. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  More particularly, the present invention relates to a power output device that outputs power to a drive shaft, a vehicle that includes the power output device, and a power transmission device that transmits power to the drive shaft. .

Conventionally, this type of power output device includes a drive shaft connected to an axle with a different gear ratio to each ring gear, with the engine crankshaft connected to two planetary gear carriers and each sun gear connected to each sun gear. What is connected is proposed (for example, refer patent document 1). In this device, a mode in which the power from the two motors is output to the drive shaft while the engine is stopped according to the drive state of the drive shaft, and the engine and the other motor with the rotation of one motor stopped. By switching between a mode for outputting the power of the power to the drive shaft and a mode for converting the power output from the engine using the two motors without charging or discharging the battery and outputting the power to the drive shaft, Power is output efficiently. As another power output device, a so-called three-element type drive shaft in which a drive shaft connected to an axle, a crankshaft of an engine, and a rotary shaft of a first motor are connected to three rotating elements of a planetary gear. Has been proposed in which a rotary shaft of a second motor is attached via a reduction gear (see, for example, Patent Document 2). In this apparatus, the power output from the engine can be efficiently converted into torque and output to the drive shaft.
JP-A-11-301291 (FIG. 1) JP 2002-225578 A (FIG. 1)

  As described above, various devices that output power to the drive shaft using the engine, the two electric motors, and the planetary gears have been studied, and a more energy efficient device is required. In addition, since the power output device is often installed in a limited space such as an automobile, downsizing of the device has been considered as one of the old problems.

  The power output device of the present invention, a vehicle equipped with the power output device, and a power transmission device have an object of improving the energy efficiency of the device or the vehicle. Another object of the power output device of the present invention, an automobile equipped with the power output device, and a power transmission device is to reduce the size of the device.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile equipped with the power output apparatus, and the power transmission apparatus employ 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;
A second electric motor;
Power is input / output to / from the remaining shafts based on the power input / output to / from any one of the three shafts of the rotation shaft of the first motor, the output shaft of the internal combustion engine, and the drive shaft. A first connection for connecting the rotation shaft of the second electric motor to output the rotation speed of the rotation shaft to the drive shaft with a first gear ratio, and the output of the drive shaft and the internal combustion engine. The three shafts of the shaft and the rotating shaft of the second motor are connected to input / output power to the remaining shaft based on the power input / output to / from any two of the three shafts, and the first motor A second coupling that couples the rotary shaft so as to output the rotational speed of the rotary shaft to the drive shaft with a second gear ratio;
It is a summary to provide.

  In the first power output apparatus of the present invention, the three shafts of the rotating shaft of the first motor, the output shaft of the internal combustion engine, and the drive shaft are input to and output from any two of these three shafts. A first connection that is connected to input / output power to the remaining shaft and outputs the rotation speed of the rotation shaft of the second electric motor to the drive shaft with a first gear ratio; and the drive shaft and the internal combustion engine The three shafts of the output shaft and the rotating shaft of the second motor are connected to input / output power to the remaining shaft based on the power input / output to / from any two of the three shafts, and the first motor rotates. The second connection is switched so that the rotation speed of the shaft is output to the drive shaft with a second gear ratio. Therefore, the energy efficiency of the apparatus can be improved by switching the connection according to the power to be output to the drive shaft. Further, if the first gear ratio and the second gear ratio are set in accordance with the characteristics of the first motor and the second motor, at least one of the first motor and the second motor can be reduced in size. Is possible. As a result, the apparatus can be reduced in size.

  In the first power output apparatus of the present invention, the connecting means outputs the power from the first motor to the drive shaft with the second speed ratio and the power from the second motor to the first power. It is also possible to provide a means that can be connected with the output shaft of the internal combustion engine disconnected with the gear ratio of If it carries out like this, an internal combustion engine can be stopped and motive power can be output to a drive shaft from a 1st electric motor and a 2nd electric motor. In this aspect of the power output apparatus of the present invention, the connecting means may be means capable of separating at least one of the rotating shaft of the first electric motor and the rotating shaft of the second electric motor. If it carries out like this, one of the 1st electric motor and the 2nd electric motor can be stopped, and power can be inputted and outputted only from the other.

In the first power output apparatus of the present invention, the connecting means includes a first rotating element connected to a rotating shaft of the first electric motor, a second rotating element, and a third rotating element connected to the driving shaft. A first planetary gear having a fourth rotating element connected to the drive shaft, a fifth rotating element, a sixth rotating element, and a seventh rotating element connected to the rotating shaft of the second electric motor; When the rotation of the fifth rotation element is stopped, the seventh rotation element is rotated at a predetermined ratio with respect to the rotation of the fourth rotation element, and the rotation stop of the fifth rotation element is released. Based on the power input / output to / from any of the three axes with a gear ratio different from that of the first planetary gear for the three axes of the four rotation element, the sixth rotation element, and the seventh rotation element. A four-shaft rotation mechanism coupled to input / output power to the remaining shaft; A first connection release means for connecting and releasing the connection output shaft and the second rotating element of the first planetary gear, the output shaft of the internal combustion engine, and the first of the four-shaft rotation mechanism. Second connection release means for connecting to and releasing the six rotation elements; first rotation stop release means for stopping and releasing the rotation of the second rotation element of the first planetary gear; The second rotation stop releasing means for stopping the rotation of the fifth rotation element of the four-axis rotation mechanism and releasing the rotation stop may be provided. In this case, the first connection releasing means connects the output shaft of the internal combustion engine and the second rotating element of the first planetary gear, and the second rotation stopping means stops the rotation of the fifth rotating element of the four-axis rotating mechanism. The second connection release means releases the connection between the output shaft of the internal combustion engine and the sixth rotation element of the four-axis rotation mechanism, and the first rotation stop means releases the rotation stop of the fifth rotation element of the four-axis rotation mechanism. Thus, the first connection is realized, the output shaft of the internal combustion engine and the sixth rotation element of the four-axis rotation mechanism are connected by the second connection release means, and the fifth rotation of the four-axis rotation mechanism is performed by the first rotation stop means. The rotation of the element is stopped and the connection between the output shaft of the internal combustion engine and the second rotation element of the first planetary gear is released by the first connection release means, and the fifth rotation element of the four-shaft rotation mechanism is released by the second rotation stop means. 2nd connection by releasing the rotation stop of To achieve. Further, as another connection, the first connection release means releases the connection between the output shaft of the internal combustion engine and the second rotating element of the first planetary gear, and the second connection release means releases the connection between the output shaft of the internal combustion engine and the four-shaft type. The connection between the rotation mechanism and the sixth rotation element is released, the first rotation stop means stops the second rotation element of the first planetary gear, and the second rotation stop means stops the rotation of the fifth rotation element of the four-axis rotation mechanism. The rotation shaft of the second motor is connected to the drive shaft with a first reduction ratio, the rotation shaft of the first motor is connected to the drive shaft with a second speed ratio, and the output shaft of the internal combustion engine. It is also possible to realize a connection that is separated from the drive shaft.

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;
A second electric motor;
Power is input / output to / from the remaining shafts based on the power input / output to / from any one of the three shafts of the rotation shaft of the first motor, the output shaft of the internal combustion engine, and the drive shaft. A first connection for connecting the rotation shaft of the second motor to the drive shaft so that the rotation speed of the rotation shaft is output to the drive shaft with a predetermined gear ratio, and the rotation shaft of the first motor and the internal combustion engine. The remaining four shafts of the output shaft, the drive shaft, and the rotating shaft of the second motor are rotated based on the rotational speed of any two of the four shafts, and the power enters the four shafts with a balance. A switching means capable of switching between the second connection and the second connection to be output;
It is a summary to provide.

  In the second power output apparatus of the present invention, the remaining three axes of the rotation shaft of the first motor, the output shaft of the internal combustion engine, and the drive shaft are based on the power input to and output from any one of the three shafts. A first connection connected to input / output power to the shaft of the second motor and output the rotational speed of the rotary shaft of the second electric motor to the drive shaft with a predetermined gear ratio, and the rotary shaft of the first electric motor and the internal combustion engine The remaining four shafts of the output shaft, the drive shaft, and the rotation shaft of the second motor are rotated based on the rotational speed of any two of the four shafts, and power is input to and output from these four shafts with a balance. The second connection to be connected is switched. Therefore, the energy efficiency of the apparatus can be improved by switching these connections according to the driving force to be output to the drive shaft.

  In the second power output apparatus of the present invention, the connecting means includes a first rotating element connected to the rotating shaft of the first electric motor, a second rotating element connected to the output shaft of the internal combustion engine, and the drive shaft. A first planetary gear having a third rotating element connected to the drive shaft; a fourth rotating element connected to the drive shaft; a fifth rotating element; a sixth rotating element; and a rotating shaft connected to the second motor. And rotating the fifth rotating element by rotating the seventh rotating element at a predetermined ratio with respect to the rotation of the fourth rotating element when the rotation of the fifth rotating element is stopped. When the stop is released, the remaining shaft is based on the power that is input to and output from any one of the three rotation axes of the fourth rotation element, the sixth rotation element, and the seventh rotation element. A four-shaft rotation mechanism coupled so that power is input to and output from the engine, and an output shaft of the internal combustion engine Connection release means for connecting to and releasing the sixth rotation element of the four-axis rotation mechanism, and stopping and releasing the rotation stop of the fifth rotation element of the four-axis rotation mechanism The rotation stop canceling means may also be provided. In this case, the connection releasing means releases the connection between the output shaft of the internal combustion engine and the sixth rotating element of the four-axis rotating mechanism, and the rotation stopping means stops the rotation of the fifth rotating element of the four-axis rotating mechanism. The first coupling is realized, the output shaft of the internal combustion engine is connected to the sixth rotating element of the four-axis rotating mechanism by the connection releasing means, and the rotation of the fifth rotating element of the four-axis rotating mechanism is stopped by the rotation stopping means. The second connection is realized by releasing.

The power output apparatus of the present invention includes a required power setting means for setting required power to be output to the drive shaft, the internal combustion engine and the first power so that power based on the set required power is output to the drive shaft. Control means for controlling one electric motor, the second electric motor, and the connecting means may be provided. In this way, power according to the required power can be output to the drive shaft. In this aspect of the power output apparatus of the present invention, the control means controls the connecting means so as to be the first connection when the drive shaft rotates at a relatively low speed, and the drive shaft rotates at a relatively high speed. When it does, it can also be a means which controls the said connection means so that it may become said 2nd connection. In this way, when the drive shaft rotates at a relatively low speed, the power from the second electric motor can be output to the drive shaft via the first gear ratio by making the first connection, and the drive shafts are compared. When rotating at a high speed, the second connection allows the power from the first electric motor to be output to the drive shaft via the second gear ratio. The control means may be means for controlling the internal combustion engine so that the internal combustion engine is operated at an efficient operating point. In this way, the energy efficiency of the entire apparatus can be improved.

  The automobile of the present invention is a 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 a drive shaft, and includes an internal combustion engine, a first electric motor, A second electric motor, and further, based on the power input to and output from any one of the three axes of the three axes of the rotation shaft of the first motor, the output shaft of the internal combustion engine, and the drive shaft. A first connection for connecting power to the remaining shaft so as to input and output power, and for connecting the rotation shaft of the second motor to output the rotational speed of the rotation shaft to the drive shaft with a first gear ratio; Power is input / output to / from the remaining shafts based on the power input / output to / from any one of the three shafts of the drive shaft, the output shaft of the internal combustion engine, and the rotation shaft of the second electric motor. And the rotation shaft of the first motor has a second gear ratio. A second connection for connecting to output to the drive shaft Te, but equipped with a power output apparatus including a coupling means capable of switching, the axle is summarized in that made is connected to the drive shaft.

  In this automobile of the present invention, since the power output device of the present invention according to any one of the above-described aspects is mounted, the connection is switched according to the effect exhibited by the power output device of the present invention, for example, the power to be output to the drive shaft. Thus, it is possible to achieve the same effects as the effect of improving the energy efficiency of the device and the effect of reducing the size of at least one of the first electric motor and the second electric motor.

  The first power transmission device of the present invention is connected to the output shaft of the internal combustion engine, the rotation shaft of the first motor, the rotation shaft of the second motor, and the drive shaft, and the internal combustion engine, the first motor, and the second motor. A power transmission device for transmitting power output from an electric motor to the drive shaft, wherein any one of the three axes of a rotation shaft of the first motor, an output shaft of the internal combustion engine, and the drive shaft is selected. Based on the power input / output to / from the two shafts, the remaining shaft is connected to input / output power, and the rotation shaft of the second electric motor is driven with the rotation speed of the rotation shaft having a first gear ratio. Power that is input to and output from any one of the three shafts, the first shaft coupled to output to the shaft, and the three shafts of the drive shaft, the output shaft of the internal combustion engine, and the rotating shaft of the second electric motor. And the other shaft is connected to input / output power, and the rotating shaft of the first motor is connected to the remaining shaft. And summarized in that a second connection for coupling is switchable to output the rotational speed of the rotating shaft to the drive shaft with a second gear ratio.

In the first power transmission device of the present invention, the remaining shaft is based on the power input / output to / from any two of the three shafts of the rotation shaft of the first motor, the output shaft of the internal combustion engine, and the drive shaft. A first connection that is connected to input / output power and outputs the rotational speed of the rotary shaft of the second electric motor to the drive shaft with a first gear ratio; a drive shaft; an output shaft of the internal combustion engine; Based on the power input / output to / from any two of the three shafts of the two motors, the remaining shaft is connected to input / output power, and the rotational speed of the first motor's rotation shaft is set to the second speed. The second connection is switched to connect to output to the drive shaft with a gear ratio. Therefore, by switching the connection according to the power to be output to the drive shaft, it is possible to achieve the same effects as the effect of improving the energy efficiency of the device and the effect of reducing the size of the device.

  In the first power transmission device according to the present invention, a first planet having a first rotating element connected to a rotating shaft of the first electric motor, a second rotating element, and a third rotating element connected to the driving shaft. A gear, a fourth rotating element connected to the drive shaft, a fifth rotating element, a sixth rotating element, and a seventh rotating element connected to the rotating shaft of the second electric motor. When the rotation is stopped, the seventh rotation element is rotated at a predetermined ratio with respect to the rotation of the fourth rotation element, and when the rotation stop of the fifth rotation element is released, the fourth rotation element and the Power is applied to the remaining shafts based on the power input / output to / from any of the three axes with a gear ratio different from that of the first planetary gear for the six axes of the sixth rotation element and the seventh rotation element. A four-shaft rotation mechanism connected to input and output the output shaft of the internal combustion engine and the front A first connection release mechanism for connecting and releasing the first planetary gear with the second rotating element, and a connection between the output shaft of the internal combustion engine and the sixth rotating element of the four-axis rotating mechanism; A second connection release mechanism for releasing the connection, a first rotation stop release mechanism for stopping and releasing the rotation of the second rotation element of the first planetary gear, and the four-axis rotation. A second rotation stop canceling mechanism for stopping the rotation of the fifth rotation element of the mechanism and releasing the rotation stop. In this case, the first connection release mechanism connects the output shaft of the internal combustion engine and the second rotating element of the first planetary gear, and the second rotation stopping means stops the rotation of the fifth rotating element of the four-axis rotating mechanism. The connection between the output shaft of the internal combustion engine and the sixth rotation element of the four-axis rotation mechanism is released by the second connection release mechanism, and the rotation stop of the fifth rotation element of the four-axis rotation mechanism is released by the first rotation stop mechanism. Thus, the first connection is realized, the output shaft of the internal combustion engine and the sixth rotation element of the four-axis rotation mechanism are connected by the second connection release mechanism, and the fifth rotation of the four-axis rotation mechanism is performed by the first rotation stop mechanism. The rotation of the element is stopped, the connection between the output shaft of the internal combustion engine and the second rotation element of the first planetary gear is released by the first connection release mechanism, and the fifth rotation element of the four-axis rotation mechanism is released by the second rotation stop mechanism. 2nd connection by releasing the rotation stop of To achieve. Further, as another connection, the connection between the output shaft of the internal combustion engine and the second rotating element of the first planetary gear is released by the first connection release mechanism, and the output shaft of the internal combustion engine is connected to the output shaft of the first planetary gear by the second connection release mechanism. The connection between the rotation mechanism and the sixth rotation element is released, the second rotation element of the first planetary gear is stopped by the first rotation stop mechanism, and the fifth rotation element of the four-axis rotation mechanism is stopped by the second rotation stop mechanism. The rotation shaft of the second motor is connected to the drive shaft with a first reduction ratio, the rotation shaft of the first motor is connected to the drive shaft with a second speed ratio, and the output shaft of the internal combustion engine. It is possible to realize a connection that disconnects. In this case, in the four-axis rotation mechanism, the sun gear is the seventh rotation element, the ring gear is the sixth rotation element, and the carrier that rotates by connecting the first pinion gear and the second pinion gear is the fifth rotation element. A single pinion having a second planetary gear of a double pinion type, a ring gear shared with the ring gear of the second planetary gear, a pinion gear shared with the first pinion gear of the second planetary gear, and a sun gear as the fourth rotating element It can also be a mechanism comprising a third planetary gear of the formula.

  The second power transmission device of the present invention is connected to the output shaft of the internal combustion engine, the rotation shaft of the first motor, the rotation shaft of the second motor, and the drive shaft, and the internal combustion engine, the first motor, and the second motor. A power transmission device for transmitting power output from an electric motor to the drive shaft, wherein any one of the three axes of a rotation shaft of the first motor, an output shaft of the internal combustion engine, and the drive shaft is selected. Based on the power input / output to / from the two shafts, the remaining shaft is connected to input / output power, and the rotation shaft of the second motor is output to the drive shaft with the rotation speed of the rotation shaft at a predetermined speed ratio. The first connection to be connected, the rotation shaft of the first motor, the output shaft of the internal combustion engine, the drive shaft, and the rotation shaft of the second motor. The remaining shafts are rotated based on the number of rotations, and power is input / output to and from the four shafts. A second connection for coupling to be, but is summarized in that switchable.

  In the second power transmission device of the present invention, the three shafts of the rotation shaft of the first motor, the output shaft of the internal combustion engine, and the drive shaft are based on the power input / output to / from any one of the three shafts. A first connection coupled to input / output power to the remaining shaft and output the rotational speed of the rotation shaft of the second motor to the drive shaft at a predetermined speed ratio; and the rotation shaft of the first motor and the internal combustion engine The remaining four axes of the engine output shaft, drive shaft, and rotation shaft of the second electric motor are rotated based on the rotation speed of any two of these four shafts, and the power enters the four shafts with a balance. The second connection that is connected so as to be output is switched. Therefore, the energy efficiency of the apparatus can be improved by switching these connections according to the driving force to be output to the drive shaft.

  In the second power transmission device of the present invention, the first rotating element connected to the rotating shaft of the first electric motor, the second rotating element connected to the output shaft of the internal combustion engine, and the first rotating element connected to the driving shaft. A first planetary gear having three rotating elements; a fourth rotating element connected to the drive shaft; a fifth rotating element; a sixth rotating element; and a seventh rotating element connected to the rotating shaft of the second electric motor. When the rotation of the fifth rotation element is stopped, the seventh rotation element is rotated at a predetermined ratio with respect to the rotation of the fourth rotation element, and the rotation stop of the fifth rotation element is released. Sometimes, the four axes of the fourth rotating element, the sixth rotating element, and the seventh rotating element are input / output to / from the remaining shaft based on the power input / output to / from any two of the three axes. A four-shaft rotating mechanism coupled to each other, an output shaft of the internal combustion engine, and the four-shaft rotating A connection release mechanism for connecting and releasing the connection to the sixth rotation element, and a rotation stop release mechanism for stopping and releasing the rotation of the fifth rotation element of the four-axis rotation mechanism , Can also be provided. In this case, the connection release mechanism releases the connection between the output shaft of the internal combustion engine and the sixth rotation element of the four-axis rotation mechanism, and the rotation stop mechanism stops the rotation of the fifth rotation element of the four-axis rotation mechanism. The first connection is realized, and the output shaft of the internal combustion engine and the sixth rotating element of the four-axis rotating mechanism are connected by the connection release mechanism, and the rotation of the fifth rotating element of the four-axis rotating mechanism is stopped by the rotation stopping mechanism. The second connection is realized by releasing. In this case, in the four-axis rotation mechanism, the sun gear is the seventh rotation element, the ring gear is the sixth rotation element, and the carrier that rotates by connecting the first pinion gear and the second pinion gear is the fifth rotation element. A single pinion having a second planetary gear of a double pinion type, a ring gear shared with the ring gear of the second planetary gear, a pinion gear shared with the first pinion gear of the second planetary gear, and a sun gear as the fourth rotating element It can also be a mechanism comprising a third planetary gear of the formula.

  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 a configuration of a hybrid vehicle 20 equipped with a power output apparatus as a first embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment is connected to the engine 22, two motors MG1 and MG2 capable of generating power, the two motors MG1 and MG2 and the engine 22, and a gear mechanism 66 and a differential gear 68. And a power distribution and integration mechanism 30 connected to the drive shaft 65 connected to the drive wheels 69a and 69b (in the figure, a configuration of a one-dot chain line excluding the two motors MG1 and MG2) and a hybrid for controlling the entire apparatus. The 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 under operation control such as fuel injection control, ignition control, intake air amount adjustment control. 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 motor MG1 is configured as a well-known synchronous generator motor that can be driven as a motor that can be driven as a high-rotation low-torque generator, and the motor MG2 can be driven as a low-rotation high-torque generator. In addition, it is configured as a known synchronous generator motor that can be driven as an electric motor. Motor MG1 and motor MG2 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 power distribution and integration mechanism 30 includes a first planetary gear P1, a four-shaft rotation mechanism D1 having four rotation elements, two clutches C1 and C2, and two brakes B1 and B2. In the first planetary gear P 1, the sun gear 31 is connected to the rotation shaft of the motor MG 1, and the ring gear 32 is connected to the drive shaft 65. The carrier 34 for connecting the pinion gear 33 of the first planetary gear P1 is connected to the crankshaft 26 of the engine 22 via the clutch C1 and is fixed to the case via the brake B1. The four-axis rotation mechanism D1 includes a sun gear 36, a ring gear 37, and an inner peripheral first pinion gear 38a that meshes with the sun gear 36, an outer peripheral second pinion gear 38b that meshes with the first pinion gear 38a and the ring gear 37. A single-pinion type third planetary gear P3 that shares the ring gear 37 of the second planetary gear P2 as a ring gear and the second pinion gear on the outer peripheral side of the second planetary gear P2 as a pinion gear. It is comprised by. A rotation shaft of the motor MG2 is connected to the sun gear 36 of the second planetary gear P2. The ring gear 37 of the second planetary gear P2 (also the ring gear of the third planetary gear P3) is connected to the crankshaft 26 of the engine 22 via the clutch C2, and the first pinion gear 38a and the second pinion gear 38b of the second planetary gear P2. Are fixed to the case via the brake B2. The sun gear 41 of the third planetary gear P3 is connected to the drive shaft 65. The four rotation elements of the four-axis rotation mechanism D1 are the sun gear 36 of the second planetary gear P2, the ring gear 37 of the second planetary gear P2, the carrier 39 of the second planetary gear P2, and the sun gear 41 of the third planetary gear P3. The four rotating elements of the four-axis rotating mechanism D1 rotate the remaining two rotating elements with a predetermined gear ratio when the rotation of any two rotating elements is set. Therefore, by using any three of the four rotating elements, power is input / output to / from the remaining rotating elements based on the power input / output to / from any two rotating elements of the three rotating elements. A so-called three-element type can be configured. In this case, rotating elements that are not used are simply rotating.

The power distribution and integration mechanism 30 configured in this manner drives the rotating shaft of the motor MG1 and the crankshaft 26 of the engine 22 by the first planetary gear P1 by turning on the clutch C1 and the brake B1 and turning off the clutch C2 and the brake B2. As a power distribution integration mechanism that connects as a so-called three-element type having three axes with the shaft 65 as a rotation element, and connects the rotation axis of the motor MG2 to the drive shaft 65 via a four-axis rotation mechanism D1 that functions as a speed reducer. Function. FIG. 2 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in each rotary element of the power distribution and integration mechanism 30 in this state. In the figure, the leftmost S1 axis indicates the rotational speed of the sun gear 31 of the first planetary gear P1 which is the rotational speed Nm1 of the motor MG1, and the C1 axis indicates the rotational speed of the crankshaft 26 of the engine 22 (hereinafter referred to as the rotational speed of the engine 22). ) Indicates the rotation speed of the carrier 34 of the first planetary gear P1, and the S3 and R1 axes indicate the rotation speed of the sun gear 41 of the third planetary gear P3 and the rotation of the ring gear 32 of the first planetary gear P1, which are the rotation speed Nd of the drive shaft 65. , The C2 axis indicates the rotation speed of the carrier 39 of the second planetary gear P2, the R2 axis indicates the rotation speed of the ring gear 37 of the second planetary gear P2, and the S2 axis indicates the rotation speed Nm2 of the rotation shaft of the motor MG2. The rotation speed of the sun gear 36 of P2 is shown. The C2 axis indicates the number of rotations of the carrier 39 of the second planetary gear P2, but in this connected state, the brake B1 is turned on, indicating that it cannot be rotated by a black circle. The collinear line from the S1 axis to the S3 and R1 axes is such that when this collinear line is considered as a beam, the torque acting on each rotating element (each axis) can be identified with the force acting on these beams. The collinear line from the S3, R1 axis to the S2 axis acts on these beams with the torque acting on each rotating element (each axis) when the collinear line is regarded as a beam having the C2 axis as a fulcrum. It can be equated with force. Therefore, the torque acting on each axis or the torque to be acted on can be calculated by solving the balance of beams on which similar forces are acting. In the figure, 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), and ρ2 is the gear ratio of the second planetary gear P2 (the number of teeth of the sun gear 36 / the teeth of the ring gear 37). Ρ3 is the gear ratio of the third planetary gear P3 (the number of teeth of the sun gear 41 / the number of teeth of the ring gear 37). In this connected state, the power distribution / integration mechanism 30 receives a reaction force from the motor MG1 to generate a part of the power from the engine 22 or the power from the engine 22 and the motor MG1 via the first planetary gear P1. And the power from the motor MG2 can be torque amplified and output to the drive shaft 65. Since the power from the motor MG2 is thus amplified and output to the drive shaft 65, it can be said that this is an advantageous connection state when the drive shaft 65 is driven at a relatively low rotation.

Further, the power distribution and integration mechanism 30 turns on the clutch C2 and the brake B2 and turns off the clutch C1 and the brake B1 to thereby turn the rotation shaft of the motor MG2, the drive shaft 65, and the crank of the engine 22 by the four-shaft rotation mechanism D1. It functions as a so-called three-element type in which three axes with the shaft 26 are rotational elements, and functions as a power distribution and integration mechanism that couples the rotational axis of the motor MG1 to the drive shaft 65 via a first planetary gear P1 that functions as a speed reducer. . In this connection, the carrier 39 of the four-axis rotation mechanism D1 rotates freely. Here, since the ring gear 37 of the second planetary gear P2 and the sun gear 41 of the third planetary gear P3 are configured as three rotational elements in the same manner as the sun gear 36 of the second planetary gear P2 in the four-axis rotation mechanism D1, the three-element type is configured. The gear ratio can be different from the gear ratio of the three-element type constituted by the three rotating elements of the first planetary gear P1 described above. Consider a case where the drive shaft 65 is driven at a relatively high rotational speed and low torque. FIG. 3 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in each rotating element of the power distribution and integration mechanism 30 in this state. In the figure, the solid line is a collinear diagram of the connected state in which the three-element type is configured by the four-axis rotation mechanism D1, and the broken line is the collinear diagram of the connected state shown in FIG. 2 in which the three-element type is configured by the first planetary gear P1. FIG. As shown in the figure, in the connected state in which the three-element type is configured by the four-axis rotation mechanism D1, the motor MG2 is driven at a lower rotation than in the connected state in which the three-element type is configured by the first planetary gear P1. MG1 is driven at a high speed. In the first embodiment, as described above, the motor MG1 is configured as a high-rotation low-torque generator motor and the motor MG2 is configured as a low-rotation high-torque generator motor. When driving at a relatively high rotation and low torque, the connection state in which the three-element type is configured by the four-axis rotation mechanism D1 is more efficient than the connection state in which the three-element type is configured by the first planetary gear P1. Accordingly, when the drive shaft 65 is driven at a relatively high rotation and low torque, the connected state in which the four-axis rotation mechanism D1 constitutes a three-element type is advantageous, and the drive shaft 65 is driven at a torque other than a relatively high rotation and low torque. In this case, the connected state in which the three-element type is constituted by the first planetary gear P1 is advantageous.

  In the power distribution and integration mechanism 30, in addition to this, the clutch C1 and the clutch C2 are turned off and the brake B1 and the brake B2 are turned on, whereby the crankshaft 26 of the engine 22 is disconnected and the motor MG1 and the motor MG2 are used as speed reducers. It can be connected to the drive shaft 65 via the functioning first planetary gear P1 and the four-axis rotation mechanism D1. FIG. 4 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in each rotary element of the power distribution and integration mechanism 30 in this connected state. In this connected state, the engine 22 is disconnected, so that the power from the motors MG1 and MG2 can be amplified and output to the drive shaft 65 with the engine 22 stopped.

  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. Accelerator opening degree Acc from the vehicle, brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, vehicle speed V from the vehicle speed sensor 88, EV drive mode signal from the EV drive mode switch 90, etc. are input. Is entered through the port. The hybrid electronic control unit 70 outputs drive signals to the clutches C1 and C2, drive signals to the brakes B1 and B2, and the like via an output port. 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.

  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, the CPU 72 of the hybrid electronic control unit 70
First, the accelerator opening degree 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 rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the battery 60 are charged and discharged. A process of inputting data necessary for control, such as required charge / discharge power Pb *, is executed (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. Furthermore, 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 required drive torque T * 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 required vehicle power P * required for the vehicle, Is set (step S110). In the embodiment, the drive request torque T * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the drive request torque T * in the ROM 74 as a drive request torque setting map. When the vehicle speed V is given, the corresponding drive request torque T * is derived from the stored map and set. FIG. 6 shows an example of the drive request torque setting map. The vehicle required power P * can be calculated as the sum of a product obtained by multiplying the set drive request torque T * by the rotational speed Nd of the drive shaft 65 and the required charge / discharge power Pb * required by the battery 60 and the loss Loss. . The rotational speed Nd of the drive shaft 65 can be obtained by multiplying the vehicle speed V by the conversion factor k.

  Next, it is determined whether or not an EV drive mode release condition is satisfied (step S120). Here, the EV drive mode release condition is any of the following conditions: EV drive mode switch 90 is off, SOC (battery charge state) is less than a specified value, vehicle speed is about 55 km / h or more, accelerator opening is more than a specified value. It was assumed that If it is determined that the EV drive mode release condition is not satisfied, the brakes B1 and B2 are turned on and the clutches C1 and C2 are turned off to disconnect the crankshaft 26 of the engine 22 (step S130). Is the connected state shown in the alignment chart of FIG. Then, the target rotational speed Ne * and the target torque T * of the engine 22 are set to a value of 0 so that the engine 22 is stopped (step S140), and torque commands for the motors MG1 and MG2 are established so that the following equation (1) is satisfied. Tm1 * and Tm2 * are set (step S150). Here, the expression (1) is output from the motor MG1 and amplified by the first planetary gear P1 and output to the drive shaft 65, and output from the motor MG2 and amplified by the four-axis rotation mechanism D1 to be applied to the drive shaft 65. This can be derived from the balance between the resultant force with the output torque and the drive request torque T *. If these resultant forces coincide with the drive request torque T *, the torque distribution between the motor MG1 and the motor MG2 can be freely set. In the embodiment, the torque commands Tm1 * and Tm2 * are set by distributing torque so that torque is efficiently output at the rotational speed of the motor MG1 and the motor MG2.

  T * =-Tm1 * / ρ1-Tm2 * ・ ρ3 / ρ2 (1)

Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 50 (step S250), and the drive control routine is terminated. 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. In this case, since the target rotational speed Ne * and the target torque Te * are both 0, the engine ECU 24 stops the engine 22. 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.

  If it is determined in step S120 that the EV drive mode release condition is satisfied, the engine required power Pe * to be output from the engine 22 is set based on the vehicle required power P * set in step S110 (step S160). . 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 *. As a result, the engine 22 can output the engine required power Pe * without difficulty.

  When the engine required power Pe * is set in this way, the target rotational speed Ne * and target torque Te * of the engine 22 are set based on the set engine required power Pe * (step S170). 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 vehicle speed V is compared with a threshold value Vref (step S180). Here, the threshold value Vref is used to determine the connection state of the clutches C1 and C2 and the brakes B1 and B2 for allowing the hybrid vehicle 20 to travel efficiently. For example, the vehicle speed is 40 km / h, 50 km / h, or 60 km. / H or the like can be used. When the vehicle speed V is less than the threshold value Vref, the clutch C1 and the brake B1 are turned on and the clutch is turned on so that the power distribution and integration mechanism 30 is in an advantageous connection state (connection state in the collinear diagram of FIG. 2) in a relatively low rotation region. C2 and brake B2 are turned off (step S190). Then, the torque command Tm1 * of the motor MG1 is calculated and set by the following equation (2) (step S200), and the torque command Tm2 * of the motor MG2 is calculated and set by the equation (3) (step S210). The set 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 50 (step S250). End the routine. When the power distribution and integration mechanism 30 is in the connected state shown in the collinear diagram of FIG. 2, as described above, this is an advantageous connected state when the drive shaft 65 is driven in a relatively low rotation region. The control can improve the efficiency when the vehicle is traveling at a relatively low vehicle speed. Expression (2) is a relational expression in feedback control for calculating the torque command Tm1 * of the motor MG1 so that the engine 22 is rotated at the target rotational speed Ne *. In Expression (2), the second term on the right side “K1” is a gain of the proportional term, and “k2” of the third term on the right side is a gain of the integral term. Moreover, Formula (3) can be calculated | required from the mechanical relationship in the alignment chart of FIG. 2 mentioned above.

Tm1 * = previous Tm1 * + k1 ・ (Ne * -Ne) + k2∫ (Ne * -Ne) dt (2)
Tm2 * =-(T * -Tm1 * / ρ1) ・ ρ2 / ρ3 (3)

  If it is determined in step S180 that the vehicle speed V is equal to or higher than the threshold value Vref, the clutch C2 and the brake B2 are set so that the power distribution and integration mechanism 30 is in an advantageous connection state (connection state in the nomograph of FIG. 3) in a relatively high rotation region. Is turned on and the clutch C1 and the brake B1 are turned off (step S220). Then, the torque command Tm2 * of the motor MG1 is calculated and set by the following equation (4) (step S230), and the torque command Tm1 * of the motor MG2 is calculated and set by the equation (5) (step S240). The set 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 50 (step S250). End the routine. When the power distribution and integration mechanism 30 is in the connected state shown in the collinear diagram of FIG. 3, as described above, this is an advantageous connected state when the drive shaft 65 is driven in a relatively high rotation region. The control can improve the efficiency when the vehicle is traveling at a relatively high vehicle speed. Equation (4) is obtained by replacing Tm1 * in equation (2) with Tm2 * and gains k1 and k2 with gains k3 and k4, respectively, and equation (5) is the dynamics in the collinear diagram of FIG. Can be obtained from the relationship.

Tm2 * = previous Tm2 * + k3 ・ (Ne * -Ne) + k4∫ (Ne * -Ne) dt (4)
Tm1 * = ρ1, T * -ρ1, ρ3, (1-ρ2), Tm2 * / ρ2, (1 + ρ3) (5)

  According to the hybrid vehicle 20 of the first embodiment described above, the drive shaft 65 can be driven by switching the power distribution and integration mechanism 30 to the connected state corresponding to the drive state (running state) of the drive shaft 65. As a result, the energy efficiency of the vehicle can be improved. That is, when the drive shaft 65 is driven in a relatively low rotation region, the power distribution and integration mechanism 30 is advantageously connected when the drive shaft 65 is driven in a relatively low rotation region (the connection state of the collinear diagram of FIG. 2). ), It is possible to improve energy efficiency when the drive shaft 65 is driven in a relatively low rotation region. Further, when the drive shaft 65 is driven in a relatively high rotation region, the power distribution and integration mechanism 30 is advantageously connected when the drive shaft 65 is driven in a relatively high rotation region (the connection state of the collinear diagram of FIG. 3). ), It is possible to improve energy efficiency when the drive shaft 65 is driven in a relatively high rotation region.

  Further, according to the hybrid vehicle 20 of the first embodiment, by turning on the brakes B1 and B2 and turning off the clutches C1 and C2, the engine 22 is disconnected and the power from the motors MG1 and MG2 is supplied to the first planetary gear P1 and The motor can be decelerated and output to the drive shaft 65 by the four-axis rotation mechanism D1.

In the hybrid vehicle 20 of the first embodiment, the power distribution and integration mechanism 30 is connected to the connected state of the alignment chart of FIG. 2 and the connected state of the alignment chart of FIG. 3 according to the establishment of the EV drive mode release condition and the vehicle speed V. Although switching from the connected state of the collinear diagram of 4 is performed, it may be switched using another connected state as illustrated in FIG. 8 in addition to these three connected states. As another connected state, the clutch C1 is turned on, the clutch C2 and the brakes B1 and B2 are turned off, the motor MG2 is disconnected, and the rotation shaft of the motor MG1 and the crankshaft 26 of the engine 22 are connected to the drive shaft 65. In this state, the clutch C2 is turned on, the clutch C1 and the brakes B1 and B2 are turned off, the motor MG1 is disconnected, and the rotating shaft of the motor MG2 and the crankshaft 26 of the engine 22 are connected to the drive shaft 65. The clutch C1, C2 and the brake B1 are turned off and the rotation shaft of the motor MG1 and the crankshaft 26 of the engine 22 are disconnected to connect the rotation shaft of the motor MG2 to the drive shaft 65. The clutches C1, C2 Turn off brake B2 and turn on brake B1 The first planetary gear P1 with the rotating shaft of the motor MG2 and the crankshaft 26 of the engine 22 disconnected to connect the rotating shaft of the motor MG1 to the drive shaft 65, the clutches C1 and C2 are turned on and the brakes B1 and B2 are turned off. In addition, the four-axis rotation mechanism D functions as a three-element type to connect the rotation shafts of the motors MG1 and MG2 and the crankshaft 26 of the engine 22 to the drive shaft 65, and turns on the clutch C1 and the brake B2 C2 and the brake B1 are turned off, the crankshaft 26 of the engine 22 is fixed to the case via the brake B2, the rotating shaft of the motor MG2 is disconnected, and the rotating shaft of the motor MG1 is connected to the drive shaft 65, and the clutch C2 Turn on brake B1 and clutch C1 and brake 2 is turned off, the rotating shaft of the motor MG1 is disconnected and the rotation of the crankshaft 26 of the engine 22 and the rotating shaft of the motor MG2 are reversed to output to the drive shaft 65, and the clutches C1, C2 and the brake B1 are turned on. At the same time, the brake B2 is turned off and the rotation of the rotation shaft of the motor MG1 is output to the drive shaft 65 with the rotation direction unchanged, and the rotation of the crankshaft 26 of the engine 22 and the rotation shaft of the motor MG2 is reversed and output to the drive shaft 65. A connected state in which the clutch C2 and the brakes B1 and B2 are turned on and the clutch C1 is turned off and the rotation shafts of the motors MG1 and MG2 and the rotation of the crankshaft 26 of the engine 22 are reversed and output to the drive shaft 65, The clutch C1 and the brakes B1 and B2 are turned on and the clutch C 2 is turned off, the crankshaft 26 of the engine 22 is fixed to the case via the brake B2, and the rotation of the rotation shafts of the motors MG1 and MG2 is reversed and output to the drive shaft 65, the clutches C1 and C2 and the brake B2 And the brake B1 is turned off, the crankshaft 26 of the engine 22 is fixed to the case via the brake B2, the rotation of the rotation shaft of the motor MG1 is reversed and output to the drive shaft 65, and the rotation of the rotation shaft of the motor MG2 is rotated. There is a connected state in which the speed is increased and output to the drive shaft 65. In addition, although it is considered that there are not many uses, the clutches C1, C2 and the brakes B1, B2 are turned off and the motors MG1, MG2 and the crankshaft 26 of the engine 22 are disconnected from the drive shaft 65, and the clutches C1, C2 and the brakes There is also a connected state in which B1 and B2 are turned on and the motors MG1 and MG2, the crankshaft 26 of the engine 22 and the drive shaft 65 are fixed.

  In the hybrid vehicle 20 of the first embodiment, the engine 22 is stopped when the predetermined condition is satisfied, and the EV drive mode by the motors MG1 and MG2 is executed. However, the EV drive mode may not be used. .

  In the hybrid vehicle 20 of the first embodiment, in addition to the EV drive mode, the vehicle speed V is divided into two stages and the power distribution and integration mechanism 30 is switched. However, the vehicle speed is divided into three or more stages and the power distribution and integration mechanism is divided. 30 may be switched. In addition, since it is only necessary to switch the power distribution and integration mechanism 30 so that the energy efficiency of the hybrid vehicle 20 is increased, it is assumed that the connection state of the power distribution and integration mechanism 30 is switched using parameters other than the vehicle speed V, for example, drive request torque. Also good.

  FIG. 9 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20B equipped with a power output apparatus as a second embodiment of the present invention. As illustrated, the hybrid vehicle 20B of the second embodiment has the same configuration as the hybrid vehicle 20 of the first embodiment except that the configuration of the power distribution and integration mechanism 30B is different. Therefore, in order to avoid overlapping description, the same reference numerals are given to the same components as those of the hybrid vehicle 20 of the first embodiment among the configurations of the hybrid vehicle 20B of the second embodiment, and the description thereof is omitted. .

  The power distribution and integration mechanism 30B included in the hybrid vehicle 20B of the second embodiment has a configuration in which the clutch C1 and the brake B2 are removed from the power distribution and integration mechanism 30 included in the hybrid vehicle 20 of the first embodiment. That is, the crankshaft 26 of the engine 22 is directly connected to the carrier 34 of the first planetary gear P1, and the carrier 34 is not fixed to the case.

The power distribution / integration mechanism 30B turns on the brake B1 and turns off the clutch C2, so that the power distribution / integration mechanism 30B is connected to the collinear diagram of FIG. 2, that is, the first planetary gear, as in the power distribution / integration mechanism 30 of the first embodiment. A four-shaft type rotation that connects the rotation shaft of the motor MG1 and the three shafts of the crankshaft 26 and the drive shaft 65 of the engine 22 as a so-called three-element type by P1 and functions as the reduction gear. It functions as a power distribution and integration mechanism that is connected to the drive shaft 65 via the mechanism D1.

  Further, the power distribution and integration mechanism 30B is connected to the rotation shaft of the motor MG1 connected to the sun gear 31 of the first planetary gear P1 and the carrier 34 of the first planetary gear P1 by turning on the clutch C2 and turning off the brake B1. The four shafts of the crankshaft 26 of the engine 22, the drive shaft 65 connected to the ring gear 32 of the first planetary gear P1 and the sun gear 41 of the third planetary gear P3, and the sun gear 36 of the second planetary gear P2 are rotational elements. It functions as a four-element type power distribution and integration mechanism. FIG. 10 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in each rotary element of the power distribution and integration mechanism 30B in this state. The solid axis in the collinear diagram of FIG. 10 shows the relationship of the axes of the collinear diagram of FIG. 2 such that the C1 axis and the R2 axis overlap with the R1 and S3 axes connected to the drive shaft 65 as the folding axis. The ratio between the R1, S3 axis and the C2 axis, the ratio between the C2 axis and the R2 axis, and the ratio between the R2 axis and the S2 axis is adjusted, and the broken line axis is the axis of the collinear chart of FIG. Is. Further, the solid line in FIG. 10 is a collinear diagram of a four-element type in which the clutch C2 is turned on and the brake B1 is turned off, and the broken line is a three-element type in which the clutch C2 is turned off and the brake B1 is turned on. It is an alignment chart. Consider a case where the drive shaft 65 is driven at a relatively high rotation. When the drive shaft 65 is driven at a relatively high speed, the rotational speed Ne of the engine 22 is approximately equal to or smaller than the rotational speed of the drive shaft 65, depending on the torque required for the drive shaft 65. . In this case, as shown by the solid line in FIG. 10, the motor MG2 is driven in the low rotation region in the four element type, and is driven in the high rotation region in the three element type as shown in the broken line in FIG. become. As described in the first embodiment, since the motor MG2 is configured as a low-rotation high-torque synchronous generator motor, when the drive shaft 65 is driven at a relatively high rotation, the four-element type is more energy efficient. Will be better. Therefore, in the second embodiment, the three-element type is advantageous when the drive shaft 65 is driven in a relatively low rotation region, and the four-element type is used when the drive shaft 65 is driven in a relatively high rotation region. Is advantageous.

  Next, the operation of the hybrid vehicle 20B of the second embodiment will be described. FIG. 11 is a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20B of the second embodiment. 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, and required charging / discharging power Pb * for charging / discharging the battery 60 are input (step S300). Based on the accelerator opening Acc and the vehicle speed V that have been input, a drive request torque T * to be output to the drive shaft 65 as a torque required for the vehicle and a vehicle request power P * required for the vehicle are set (step S310). ). These settings have been described in the first embodiment. Subsequently, the engine required power Pe * to be output from the engine 22 is set based on the set vehicle required power P * using smoothing processing and rate processing (step S320), and the operation line for operating the engine 22 efficiently. And a target rotational speed Ne * and a target torque Te * of the engine 22 are set based on the engine required power Pe * (step S330).

Then, the vehicle speed V is compared with a threshold value Vref (step S340). Here, the threshold value Vref is used to determine the connection state of the clutch C2 and the brake B1 for efficiently running the hybrid vehicle 20B of the second embodiment, and is set to a vehicle speed of 60 km / h, for example. .

  When the vehicle speed V is less than the threshold value Vref, the power distribution and integration mechanism 30 is in a three-element type connection state (connection state in the collinear diagram of FIG. 2) that is advantageous when the drive shaft 65 is driven in a relatively low rotation region. Thus, the clutch C2 is turned off and the brake B1 is turned on (step S350), and the torque command Tm1 * of the motor MG1 is calculated and set by the above-described equation (2) (step S360), and the torque command of the motor MG2 is set. Tm2 * is calculated and set by the above equation (3) (step S370), 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 of the motors MG1 and MG2 are set. Tm1 * and Tm2 * are transmitted to the motor ECU 50 (step S410), and the drive control routine is terminated. Such control can improve energy efficiency when the drive shaft 65 is driven in a relatively low rotation region, that is, when the hybrid vehicle 20 travels at a relatively low vehicle speed.

  On the other hand, when the vehicle speed V is greater than or equal to the threshold value Vref, the power distribution and integration mechanism 30 is advantageous when the drive shaft 65 is driven in a relatively high rotation region (a connected state in the collinear diagram of FIG. 10). The clutch C2 is turned on and the brake B1 is turned off (step S380) so that the torque command Tm1 * of the motor MG1 is calculated and set by the above-described equation (2) (step S390). Torque command Tm2 * is calculated and set by the following equation (6) (step S400), and the set target rotational speed Ne * and target torque Te * of engine 22 are transmitted to engine ECU 24 and torques of motors MG1 and MG2 are set. The commands Tm1 * and Tm2 * are transmitted to the motor ECU 50 (step S410), and the drive control routine is terminated. . Such control can improve the energy efficiency when the drive shaft 65 is driven in a relatively high rotation region, that is, when the hybrid vehicle 20 travels at a relatively high vehicle speed.

  Tm2 * = (T * −Tm1 * ・ ρ1) ・ ρ2 / ρ3 (6)

  According to the hybrid vehicle 20B of the second embodiment described above, the drive shaft 65 can be driven by switching the power distribution and integration mechanism 30B to the connected state corresponding to the drive state (running state) of the drive shaft 65. As a result, the energy efficiency of the vehicle can be improved. That is, when the drive shaft 65 is driven in a relatively low rotation region, the power distribution and integration mechanism 30 is advantageous when the drive shaft 65 is driven in a relatively low rotation region. In this case, the energy efficiency of the vehicle can be improved. Further, when the drive shaft 65 is driven in a relatively high rotation region, the four-element type (link of the collinear diagram of FIG. 10) is advantageous when the power distribution and integration mechanism 30 is driven in the relatively high rotation region. In this case, the energy efficiency of the vehicle can be improved.

  In the hybrid vehicle 20B of the second embodiment, the power distribution and integration mechanism 30B is switched between the connection state of the alignment chart of FIG. 2 and the connection state of the alignment chart of FIG. 10 according to the vehicle speed V. It is good also as what switches using a connection state. As other connected states, the clutch C2 and the brake B1 are both turned off to disconnect the motor MG2, and the clutch C2 and the brake B1 are both turned on to rotate the crankshaft 26, the drive shaft 65, and the motor MG1 of the engine 22. There is a connected state in which the shaft and the rotating shaft of the motor MG2 are rotated proportionally. Since these other connection states are less efficient than the three-element type connection state and the four-element type connection state described above, there are almost no applications for use.

In the hybrid vehicles 20 and 20B of the first and second embodiments described above, the power distribution and integration mechanisms 30 and 30B are configured using the single-pinion type first planetary gear P1, but instead of the first planetary gear P1. A double pinion planetary gear or another three-axis power input / output mechanism may be used.

  In the first embodiment and the second embodiment, the hybrid vehicle 20 is an embodiment of the present invention that improves energy efficiency by switching three element types with different gear ratios or switching between three element types and four element types. However, it may be in the form of a power output device including the engine 22, the power distribution and integration mechanism 30, and the two motors MG1 and MG2, and the power distribution and integration mechanism 30 (power) that does not include the engine 22, the motor MG1, the motor MG2, or the like. (Transmission device) may be used. When it is set as the form of a power output device or a power transmission device, it is good also as what is mounted in vehicles, such as trains other than a motor vehicle, or moving bodies, such as a ship and an airplane. Further, it may be incorporated in a construction facility that does not move.

  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 the configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. FIG. 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 a driving request 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. 4 is an explanatory diagram showing a list of connection states of a power distribution and integration mechanism 30. FIG. It is a block diagram which shows the outline of a structure of the hybrid vehicle 20B of 2nd Example. It is explanatory drawing explaining the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30B of 2nd Example. It is a flowchart which shows an example of the drive control routine of 2nd Example. 4 is an explanatory diagram showing a list of connection states of a power distribution and integration mechanism 30. FIG.

Explanation of symbols

  20, 20B Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30, 30B power distribution and integration mechanism, 31, 36, 41 sun gear, 32, 37 ring gear, 33, 38a , 38b Pinion gear, 34, 39 carrier, 50 Motor electronic control unit (motor ECU), 51, 52 Inverter, 53, 54 Rotation 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 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 EV drive mode switch, P1, P2, P3 planetary gear, MG1, MG2 motor, C1, C2 Clutch, B1, B2 brake, D1 4-axis rotation mechanism.

Claims (12)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor;
A second electric motor;
Power is input / output to / from the remaining shafts based on the power input / output to / from any one of the three shafts of the rotation shaft of the first motor, the output shaft of the internal combustion engine, and the drive shaft. A first connection for connecting the rotation shaft of the second electric motor to output the rotation speed of the rotation shaft to the drive shaft with a first gear ratio, and the drive shaft and an output shaft of the internal combustion engine. The three shafts of the second motor and the rotation shaft of the second motor are connected to input and output power to the remaining shaft based on the power input to and output from any two of the three shafts, and the rotation shaft of the first motor And a second coupling that couples the rotation shaft to output the rotational speed of the rotation shaft to the drive shaft with a second gear ratio;
Equipped with a,
The coupling means includes a first planetary gear having a first rotating element connected to a rotating shaft of the first electric motor, a second rotating element, and a third rotating element connected to the driving shaft, and the driving shaft. A fourth rotating element, a fifth rotating element, a sixth rotating element, and a seventh rotating element connected to the rotating shaft of the second electric motor, the rotation of the fifth rotating element being stopped. When the seventh rotation element is rotated at a predetermined ratio with respect to the rotation of the fourth rotation element and the rotation stop of the fifth rotation element is released, the fourth rotation element, the sixth rotation element, and the The third shaft with the seventh rotating element is connected to input / output power to the remaining shaft based on the power input / output to / from any two of the three shafts with a gear ratio different from that of the first planetary gear. A four-shaft rotating mechanism, an output shaft of the internal combustion engine, and a front of the first planetary gear. First connection release means for connecting and releasing the second rotating element, and connection and release of the output shaft of the internal combustion engine and the sixth rotating element of the four-axis rotating mechanism Second connection release means, first rotation stop release means for stopping and releasing the rotation of the second rotation element of the first planetary gear, and the fifth rotation element of the four-axis rotation mechanism And a second rotation stop releasing means for canceling the rotation stop and releasing the rotation stop.
Power output device.   The coupling means outputs the power from the first motor to the drive shaft with the second speed ratio, and outputs the power from the second motor to the drive shaft with the first speed ratio. 2. The power output apparatus according to claim 1, wherein the power output device is a means that can be connected by disconnecting the output shaft of the internal combustion engine.   The power output apparatus according to claim 2, wherein the connecting means is means capable of separating at least one of a rotating shaft of the first electric motor and a rotating shaft of the second electric motor. A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor;
A second electric motor;
Power is input / output to / from the remaining shafts based on the power input / output to / from any one of the three shafts of the rotation shaft of the first motor, the output shaft of the internal combustion engine, and the drive shaft. A first connection for connecting the rotation shaft of the second motor to the drive shaft so that the rotation speed of the rotation shaft is output to the drive shaft with a predetermined gear ratio, and the rotation shaft of the first motor and the internal combustion engine. The remaining four shafts of the output shaft, the drive shaft, and the rotating shaft of the second motor are rotated based on the rotational speed of any two of the four shafts, and the power enters the four shafts with a balance. A switching means capable of switching between the second connection and the second connection to be output;
Equipped with a,
The switching means includes a first rotating element connected to the rotating shaft of the first electric motor, a second rotating element connected to the output shaft of the internal combustion engine, and a third rotating element connected to the drive shaft. A first planetary gear; a fourth rotating element connected to the drive shaft; a fifth rotating element; a sixth rotating element; and a seventh rotating element connected to the rotating shaft of the second electric motor. When the rotation of the fifth rotation element is stopped, the seventh rotation element is rotated at a predetermined ratio with respect to the rotation of the fourth rotation element, and the rotation of the fifth rotation element is released. The three axes of the element, the sixth rotating element, and the seventh rotating element are connected so that power is input / output to / from the remaining shafts based on the power input / output to / from any two of the three axes. The shaft rotation mechanism, the output shaft of the internal combustion engine, and the sixth rotation of the four-axis rotation mechanism. A connection release means for connecting to and releasing the element; and a rotation stop release means for stopping and releasing the rotation of the fifth rotation element of the four-axis rotation mechanism. ,
Power output device. The four-axis rotation mechanism is a double pinion type in which a sun gear is the seventh rotation element, a ring gear is the sixth rotation element, and a carrier that rotates by connecting a first pinion gear and a second pinion gear is the fifth rotation element. The second planetary gear of the second planetary gear and the ring gear of the second planetary gear, the pinion gear is shared with the first pinion gear of the second planetary gear, and the sun gear is the fourth rotating element. The power output device according to any one of claims 1 to 4, which is a mechanism comprising three planetary gears. The power output device according to any one of claims 1 to 5 ,
Required power setting means for setting required power to be output to the drive shaft;
Control means for controlling the internal combustion engine, the first electric motor, the second electric motor, and the connecting means so that power based on the set required power is output to the drive shaft;
A power output device comprising: The control means controls the connecting means so as to be the first connection when the drive shaft rotates at a relatively low speed, and the connection so as to become the second connection when the drive shaft rotates at a relatively high speed. 7. The power output apparatus according to claim 6 , wherein the power output device is means for controlling the means. The power output apparatus according to claim 6 or 7 , wherein the control means is means for controlling the internal combustion engine so as to be operated at an efficient operating point of the internal combustion engine. An automobile comprising the power output device according to any one of claims 1 to 8 and an axle connected to the drive shaft. An output shaft of the internal combustion engine, a rotation shaft of the first electric motor, a rotation shaft of the second electric motor, and a drive shaft are connected to the drive shaft, and the power output from the internal combustion engine, the first electric motor, and the second electric motor is transmitted to the drive shaft. A power transmission device for transmitting to
Power is input / output to / from the remaining shafts based on the power input / output to / from any one of the three shafts of the rotation shaft of the first motor, the output shaft of the internal combustion engine, and the drive shaft. A first connection for connecting the rotation shaft of the second electric motor to output the rotation speed of the rotation shaft to the drive shaft with a first gear ratio, and the drive shaft and an output shaft of the internal combustion engine. The three shafts of the second motor and the rotation shaft of the second motor are connected to input and output power to the remaining shaft based on the power input to and output from any two of the three shafts, and the rotation shaft of the first motor And a second connection for connecting the rotation speed of the rotation shaft to the drive shaft with a second gear ratio .
A first planetary gear having a first rotating element connected to the rotating shaft of the first electric motor, a second rotating element, and a third rotating element connected to the drive shaft;
A fourth rotating element connected to the drive shaft; a fifth rotating element; a sixth rotating element; and a seventh rotating element connected to the rotating shaft of the second electric motor; The fourth rotation element and the sixth rotation when the seventh rotation element is rotated at a predetermined ratio with respect to the rotation of the fourth rotation element and the rotation stop of the fifth rotation element is released. Power is input / output to / from the remaining shafts based on the power input / output from / to any two of the three axes with a gear ratio different from that of the first planetary gear. A four-axis rotation mechanism that connects to each other,
A first connection release mechanism for connecting and releasing the connection between the output shaft of the internal combustion engine and the second rotating element of the first planetary gear;
A second connection release mechanism for connecting and releasing the connection between the output shaft of the internal combustion engine and the sixth rotation element of the four-axis rotation mechanism;
A first rotation stop releasing mechanism for stopping and releasing the rotation of the second rotating element of the first planetary gear;
A second rotation stop releasing mechanism for stopping and releasing the rotation of the fifth rotating element of the four-axis rotating mechanism;
A power transmission device comprising: An output shaft of the internal combustion engine, a rotation shaft of the first electric motor, a rotation shaft of the second electric motor, and a drive shaft are connected to the drive shaft, and the power output from the internal combustion engine, the first electric motor, and the second electric motor is transmitted to the drive shaft. A power transmission device for transmitting to
Power is input / output to / from the remaining shafts based on the power input / output to / from any one of the three shafts of the rotation shaft of the first motor, the output shaft of the internal combustion engine, and the drive shaft. A first connection for connecting the rotation shaft of the second motor to the drive shaft so that the rotation speed of the rotation shaft is output to the drive shaft with a predetermined gear ratio, and the rotation shaft of the first motor and the internal combustion engine. The remaining four shafts of the output shaft, the drive shaft, and the rotating shaft of the second motor are rotated based on the rotational speed of any two of the four shafts, and the power enters the four shafts with a balance. The second connection that is connected so as to be output is switchable , and
A first planetary gear having a first rotating element connected to the rotating shaft of the first motor, a second rotating element connected to the output shaft of the internal combustion engine, and a third rotating element connected to the drive shaft. When,
A fourth rotating element connected to the drive shaft; a fifth rotating element; a sixth rotating element; and a seventh rotating element connected to the rotating shaft of the second electric motor; The fourth rotation element and the sixth rotation element when the seventh rotation element is rotated at a predetermined ratio with respect to the rotation of the fourth rotation element and the rotation stop of the fifth rotation element is released. A four-axis rotation mechanism that connects the three axes of the rotation element and the seventh rotation element so that power is input / output to the remaining shaft based on power input / output to / from any two of the three axes;
A connection release mechanism for connecting and releasing the connection between the output shaft of the internal combustion engine and the sixth rotation element of the four-axis rotation mechanism;
A rotation stop releasing mechanism for stopping and releasing the rotation of the fifth rotating element of the four-axis rotating mechanism;
A power transmission device comprising: The four-axis rotation mechanism is a double pinion type in which a sun gear is the seventh rotation element, a ring gear is the sixth rotation element, and a carrier that rotates by connecting a first pinion gear and a second pinion gear is the fifth rotation element. The second planetary gear of the second planetary gear and the ring gear of the second planetary gear, the pinion gear is shared with the first pinion gear of the second planetary gear, and the sun gear is the fourth rotating element. The power transmission device according to claim 10 or 11, which is a mechanism comprising three planetary gears.

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