JP4088573B2 - Power output device and automobile equipped with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve energy efficiency and miniaturize a motor. <P>SOLUTION: A motor MG2 and a drive shaft 65 is connected to a ring gear 32 of a first planetary gear P1 of a power distribution integration mechanism 30 and an engine 22 is connected to a carrier 34. A sun gear 31 is connected to a carrier 39 of a second planetary gear P2 and is connected to a sun gear 36 of the second planetary gear P2 via a one-way clutch F1 and a rotary shaft of a motor MG1 is connected. A ring gear 37 of the second planetary gear P2 is connected to a case via a brake B1. The motor MG1 is directly connected to the sun gear 31, is connected to the sun gear 31 with keeping reduction ratio or the connection is released by the brake B1 and the one-way clutch F1 as need arises. Consequently, the motor MG1 can be miniaturized and energy efficiency of the device can be improved. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a power output device and a vehicle on which the power output device is mounted, and more particularly to a power output device that outputs power to a drive shaft and a vehicle on which the power shaft is mounted and the axle is mechanically connected to the drive shaft.

Conventionally, as this type of power output device, the first planetary gear sun gear, ring gear, and carrier are connected to the first motor rotation shaft, output shaft, and engine crankshaft, respectively, and the second planetary gear sun gear, ring gear, and carrier are connected. There has been proposed one in which a carrier of a first planetary gear, a rotation shaft of a second motor, and a ring gear of a first planetary gear are connected (see, for example, Patent Document 1). In this apparatus, the power output from the engine can be converted into torque by the first motor and the second motor and efficiently output to the output shaft.
JP 2002-281607 A (FIG. 1)

  In the above-described power output device, if the power to be input / output to / from any of the four rotation elements of the output shaft, the crankshaft of the engine, the rotation shaft of the first motor, and the rotation shaft of the second motor is set, the remaining power is set. The power to be input / output to / from the two shafts is set by the gear ratio of the first planetary gear and the second planetary gear. Therefore, when the power to be output to the output shaft and the power to be output from the engine are set, the first The power to be output from the motor or the second motor is also set. Therefore, depending on the power to be output to the output shaft and the power to be output from the engine, either the first motor or the second motor may require a low rotational high torque, and a high torque exceeding the rated value is required. May occur. In order to deal with such problems, it may be possible to adopt the first motor or the second motor having a large rated value. However, as the size of the motor increases, the size of the device increases and the power consumption increases, resulting in the entire device. The energy efficiency is also reduced. Also, in order to keep the torque output from the motor below the rated value, it is possible to change the power to be output to the output shaft and the power to be output from the engine. However, this limits the power range that can be output to the output shaft. It will become narrower, or the engine cannot be operated with high efficiency.

  The power output device of the present invention and a vehicle equipped with the power output device have an object of improving energy efficiency. Another object of the power output device of the present invention and a vehicle equipped with the power output device is to reduce the size of the electric motor. Furthermore, it is an object of the power output apparatus of the present invention and a vehicle equipped with the power output apparatus to output power in a wider power range to the drive shaft.

  In order to achieve at least a part of the above-described object, the power output apparatus of the present invention and the automobile including the same have adopted the following means.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of generating electricity;
A second electric motor capable of inputting and outputting power to the drive shaft;
Connected to a plurality of shafts including a first shaft coupled to the drive shaft, a second shaft coupled to the output shaft of the internal combustion engine, and a third shaft, the first shaft, the second shaft, and the third shaft A multi-shaft power input capable of rotating the remaining shaft based on the rotational speed of any two of the three shafts and outputting power to the drive shaft with a balance of power input / output to / from the plurality of shafts Output means;
Connecting means for connecting any one of the three axes of the first shaft, the second shaft, and the third shaft and the rotating shaft of the first motor with at least two different gear ratios;
It is a summary to provide.

  In the power output apparatus of the present invention, the first shaft and the second shaft are connected to a plurality of shafts including a first shaft coupled to the drive shaft, a second shaft coupled to the output shaft of the internal combustion engine, and a third shaft. Multi-shaft power input that rotates the remaining shaft based on the rotational speed of any two of the three shafts and the third shaft and outputs power to the drive shaft with the balance of power input and output to and from the plurality of shafts Since any one of the first shaft, the second shaft, and the third shaft of the output means and the rotation shaft of the first motor are connected with at least two different gear ratios, the first motor is shifted with at least two different speeds. It can be driven with a ratio. Therefore, by driving with a gear ratio that allows the first electric motor to be driven efficiently, the energy efficiency of the entire apparatus can be improved, and the first electric motor can be reduced in size, and power in a wider power range can be achieved. Can be output to the drive shaft.

  In such a power output apparatus of the present invention, the rotating shaft of the second electric motor is connected to the first shaft, and the connecting means connects the third shaft and the rotating shaft of the first electric motor. It can also be assumed. In this way, the power from the second electric motor can be directly output to the drive shaft, and the rotation shaft of the first electric motor can be connected with at least two different gear ratios. Therefore, the first motor can be driven with high efficiency by connecting the rotation shaft of the first motor using a different gear ratio according to the rotation speed of the third shaft. And the size of the first electric motor can be reduced.

  In the power output apparatus of the present invention in which the first electric motor is connected to the third shaft, the connecting means is connected to the fourth shaft connected to the third shaft and the rotating shaft of the first electric motor. A three-axis power input / output means connected to the fifth shaft and the sixth shaft and for inputting / outputting power to / from the remaining shaft based on power input / output to / from any two of the three shafts; A means for connecting and releasing the fourth shaft and the fifth shaft, and a means for releasing the connection; and a stop releasing means for stopping and releasing the rotation of the sixth shaft. You can also In this case, the connecting means connects the fourth shaft and the fifth shaft by the connection releasing means and releases the stop of the sixth axis by the stop releasing means, thereby rotating the rotation speed of the third shaft. And the rotational speed of the rotary shaft of the first electric motor are connected with the same gear ratio, the connection release means releases the connection between the fourth shaft and the fifth shaft, and the stop release means releases the first shaft. It can also be a means for connecting with a gear ratio that stops the rotation of the six axes so that the rotation speed of the rotation shaft of the first electric motor becomes larger than the rotation speed of the third shaft. If it carries out like this, a 1st electric motor can be driven with the rotation speed of a 3rd axis | shaft, or can be driven with a rotation speed larger than the rotation speed of a 3rd axis | shaft. Here, the connection release means may be a one-way clutch. Further, the multi-axis power input / output means and the three-axis power input / output means may be constituted by a planetary gear mechanism.

  In the power output apparatus of the present invention, the rotating shaft of the second motor is connected to the third shaft, and the connecting means includes the first shaft, the second shaft, and the first motor. A first speed ratio for rotating the remaining shaft based on the rotational speed of any two of the three rotating shafts and a first speed ratio for rotating the rotating shaft of the first electric motor in proportion to the first shaft. It can also be a means to connect with 2 speed ratios. In this way, the four shafts of the first shaft, the second shaft, the third shaft, and the rotating shaft of the first motor are connected based on the rotational speed of any two shafts by connecting with the first gear ratio. Since the two axes are rotated, it can be driven as a so-called four-element type power input / output mechanism having these four axes as rotating elements. Therefore, the first electric motor and the second electric motor can be downsized as compared with a so-called three-element type power input / output mechanism having three axes as rotating elements. Further, by connecting with the second gear ratio, the rotating shaft of the first electric motor can be rotated in proportion to the first shaft. Here, “proportional” means that the first electric motor is rotated at a rotational speed obtained by multiplying the rotational speed of the first shaft by a positive or negative proportional coefficient. Therefore, the first electric motor is rotated at a rotation speed proportional to the rotation speed of the first shaft, that is, the drive shaft.

  In the power output apparatus of the present invention in which the first gear ratio and the second gear ratio are coupled, the coupling means includes a fourth shaft to which the rotating shaft of the first motor is coupled and the drive shaft. A three-axis power input / output unit that inputs / outputs power to / from the remaining shafts based on power input / output to / from two of the three axes connected to the three axes of the fifth axis and the sixth axis coupled to each other Means, connection release means for connecting and releasing the output shaft of the internal combustion engine and the sixth shaft, and stop release means for stopping the rotation of the sixth shaft and releasing the stop. It can also be a means provided. In this case, the connecting means connects the output shaft of the internal combustion engine and the sixth shaft by the connection releasing means and releases the stop of the sixth shaft by the stop releasing means. The second transmission gear ratio is established by releasing the connection between the output shaft of the internal combustion engine and the sixth shaft by the connection release means and stopping the rotation of the sixth shaft by the stop release means. It can also be a means to connect with. Here, the multi-axis power input / output means and the three-axis power input / output means may be configured by a planetary gear mechanism.

  In the power output apparatus of the present invention in which the rotation shaft of the first electric motor is connected with the first gear ratio and the second gear ratio by the connection release means and the stop release means, the required power required for the drive shaft. It is also possible to provide switching control means for controlling the connecting means so that the first speed ratio and the second speed ratio can be switched based on the above. In this case, the switching control means controls the connecting means so that the first speed ratio is obtained when the required power is outside a predetermined low rotational high torque range, and the required power is within a predetermined low rotational high torque range. It is also possible to use a means for controlling the connecting means so that the second gear ratio is achieved. In this way, when the required power is outside the predetermined low rotation high torque range, the first shaft, the second shaft, the third shaft, and the four rotation shafts of the first motor function as a four-element type power input / output mechanism. When the required power is within a predetermined low rotation high torque range, the rotation shaft of the first electric motor can be proportionally rotated with respect to the first shaft. As a result, when the required power is within the predetermined low rotation high torque range, the power from the first motor can be proportionally converted and output to the drive shaft, and high torque can be output to the drive shaft. it can.

  In the power output apparatus of the present invention, a required power setting means for setting a required power to be output to the drive shaft based on an operation of an operator, and a target to be output from the internal combustion engine based on the set required power Target power setting means for setting power, the internal combustion engine and the first electric motor so that the set target power is output from the internal combustion engine and power based on the required power is output to the drive shaft. Drive control means for driving and controlling the second electric motor. In this way, the power based on the operation can be output from the internal combustion engine to the operator and output to the drive shaft.

  In the power output apparatus according to the aspect of the invention including the drive control unit, the power storage unit capable of exchanging power with the first motor and the second motor, and the power storage unit based on the state of the power storage unit. Request power setting means for setting required power to be charged / discharged, and the target power setting means is means for setting the target power based on the set required power and the set required power. It can also be. In this way, the energy efficiency of the device can be further improved by using the power storage means efficiently.

  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 is capable of generating power with an internal combustion engine. An electric motor, a second electric motor capable of inputting / outputting power to / from the drive shaft, a first shaft connected to the drive shaft, and a second shaft and a third shaft connected to the output shaft of the internal combustion engine. The remaining shafts are connected to a plurality of axes including the first axis, the second axis, and the third axis, and the remaining axes are rotated based on the number of rotations of any one of the three axes. A multi-axis power input / output means capable of outputting power to the drive shaft with a power balance, one of the three axes of the first shaft, the second shaft, and the third shaft, and the rotating shaft of the first motor; A power output device comprising: a connecting means for connecting at least two different gear ratios; Axle drive shaft and summarized in that formed by mechanically connecting.

  In the 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 effect exhibited by the power output device of the present invention, for example, the effect of improving the energy efficiency of the entire device, The same effects as the effect of reducing the size of the first electric motor and the effect of outputting power in a wider power range to the drive shaft can be achieved.

  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 an engine 22 and a crankshaft 26 of the engine 22 via a damper 28, and to drive wheels 69a and 69b via a differential gear 68 and a gear mechanism 66. The power distribution / integration mechanism 30 connected, the motor MG1 capable of generating power connected to the power distribution / integration mechanism 30, the motor MG2 capable of generating power also connected to the power distribution / integration mechanism 30, and the entire power output device are controlled. The hybrid electronic control unit 70 is provided.

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

  The power distribution and integration mechanism 30 includes two planetary gears P1 and P2, a brake B1, and a one-way clutch F1. The rotating shaft of the motor MG2 and the gear mechanism 66 are connected to the ring gear 32 of the first planetary gear P1, and the crankshaft 26 of the engine 22 is connected to the carrier 34 connecting the pinion gear 33. As described above, the ring gear 32 of the first planetary gear P1 is connected to the gear mechanism 66 and is finally connected to the drive wheels 69a and 69b. I will call it. A carrier 39 for connecting the pinion gear 38 of the second planetary gear P2 is connected to the sun gear 31 of the first planetary gear P1, and the sun gear 36 of the second planetary gear P2 is connected via the one-way clutch F1. A rotation shaft of a motor MG1 is further connected to the sun gear 36 of the second planetary gear P2. The ring gear 37 of the second planetary gear P2 is connected to the case via the brake B1. Here, the one-way clutch F1 of the embodiment becomes free when the rotational speed of the sun gear 36 is made larger than the rotational speed of the carrier 39, and conversely, when the rotational speed of the sun gear 36 is made smaller than the rotational speed of the carrier 39. It is configured to be locked.

  The power distribution and integration mechanism 30 thus configured can decelerate the power from the motor MG1 and output it to the sun gear 31 of the first planetary gear P1 by turning on the brake B1. FIG. 2 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is cranked with the brake B1 turned on and stopped. . In the drawing, the left R1 axis indicates the rotation speed of the drive shaft 65 and the rotation speed of the ring gear 32 of the first planetary gear P1 which is the rotation speed Nm2 of the motor MG2, and the C1 axis indicates the rotation speed of the crankshaft 26 of the engine 22. The rotation speed of the carrier 34 of the first planetary gear P1 which is Ne (hereinafter referred to as the rotation speed Ne of the engine 22) is shown, and the S1 and C2 axes are the rotation speed of the sun gear 31 of the first planetary gear P1 and the carrier 39 of the second planetary gear P2. Indicates the number of revolutions. 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 of the sun gear 36 of the second planetary gear P2 that is the rotation speed Nm1 of the motor MG1. A straight line extending to the R1 axis, C1 axis, S1, and C2 axes is a collinear line in the first planetary gear P1, and a straight line extending to the R2 axis, S1, C2, and S2 axes is a collinear line of the second planetary gear P2. is there. In this collinear diagram, the torque acting on each rotating element (each axis) can be identified with the force acting on the beam when the collinear is regarded as a beam. 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). Number). Thus, by turning on the brake B1 when cranking the engine 22 in a stopped state, the power output from the motor MG1 is decelerated by the second planetary gear P2, and further decelerated by the first planetary gear P1. The power can be output to the crankshaft 26 of the engine 22. The state in which the brake B1 is turned on is used not only when the engine 22 is cranked while the vehicle is stopped, but also when the motor MG1 is operated at a low rotation and high torque. That is, by turning on the brake B1, the motor MG1 is operated at a higher rotation and lower torque than when the brake B1 is off.

  The power distribution and integration mechanism 30 also locks the one-way clutch F1 by driving the motor MG1 so that the brake B1 is turned off and the rotational speed of the sun gear 36 is made smaller than the rotational speed of the carrier 39, and the motor MG1 The rotating shaft can be connected to the sun gear 31 of the first planetary gear P1. FIG. 3 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 in this state. In this state, the power distribution and integration mechanism 30 includes the sun gear 31 of the first planetary gear P1 with the rotation shaft of the motor MG1, the ring gear 32 with the drive shaft 65 and the rotation shaft of the motor MG2, and the carrier 34 with the crankshaft 26 of the engine 22. Functions as a so-called three-element type power distribution and integration mechanism. Further, the power distribution and integration mechanism 30 is in a state in which the one-way clutch F1 is free and the motor MG1 is disconnected by setting the brake B1 to be off and setting the rotation speed of the sun gear 36 to be greater than the rotation speed of the carrier 39. can do. FIG. 4 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 in this state. The state of FIG. 4 is a state in which the engine 22 is stopped and the vehicle travels only with the power from the motor MG2. In this state, in the so-called three-element type power distribution and integration mechanism, the rotor of the motor MG1 is rotated, but when the one-way clutch F1 is free, the rotor of the motor MG1 is not rotated. . The on / off control of the brake B1 is performed by the hybrid electronic control unit 70.

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

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

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

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

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the basic operation including the switching of the brake B1 will be described. FIG. 5 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. A process of inputting data necessary for control, such as Nm2, required charge / discharge power Pb * for charging / discharging the battery 60, is executed (step S100). Here, 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. To do. Further, the required charging / discharging power Pb * for charging / discharging the battery 60 is set based on the remaining capacity (SOC) and input from the battery ECU 62 by communication.

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

  Next, the vehicle speed V is compared with the threshold value Vref, and the vehicle required power P * is compared with the threshold value Pref (step S120). Here, the threshold value Vref and the threshold value Pref set an upper limit at which the vehicle can travel only with the power from the motor MG2 with the engine 22 stopped. When the vehicle speed V is less than the threshold value Vref and the vehicle required power P * is less than the threshold value Pref, the brake B1 is turned off (step S130), and the engine 22 is set with a value 0 for the target engine speed Ne * and the target torque Te *. 22 is stopped (step S140), a value 0 is set in the torque command Tm1 * of the motor MG1 (step S150), and a drive request torque Td * is set in the torque command Tm2 * of the motor MG2 (step S160). Then, the set target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S250). The drive control routine ends. The engine ECU 24 having received the target rotational speed Ne * and the target torque Te * having a value of 0 stops the operation of the engine 22 by stopping the control such as the fuel injection control and the ignition control when the engine 22 is operating. When the engine 22 is stopped, the state (stopped state) is maintained. The motor ECU 50 that has received the torque commands Tm1 * and Tm2 * seems to stop driving when the motor MG1 is driven, and maintain that state (stopped state) when the driving is stopped. The motor MG2 performs switching control of the switching elements of the inverters 51 and 52 so as to be driven by the torque command Tm2 *. By such control, the vehicle can travel by outputting the drive request torque Td * to the drive shaft 65 in the state of the alignment chart of FIG.

  On the other hand, when the vehicle speed V is equal to or higher than the threshold Vref or the vehicle required power P * is equal to or higher than the threshold Pref, the engine required power Pe * to be output from the engine 22 is set based on the set vehicle required power P * (step S170). ). The required engine power Pe * is set this time with the engine required power Pe * set by executing this routine so far because the response of the engine 22 is slower than the motors MG1, MG2, etc. The engine required power Pe * is set using a smoothing process or a rate process in which the vehicle required power P * is eventually set as the engine required power Pe * using the vehicle required power P *. Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set engine required power Pe * (step S180). 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, using the set target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ1 of the first planetary gear P1 in the power distribution and integration mechanism 30, the target rotational speed of the motor MG1 is expressed by the following equation (1). Nm1 * is calculated, and a torque command Tm1 * for the motor MG1 is calculated from the calculated target rotation speed Nm1 * and the current rotation speed Nm1 by the equation (2) (step S190). Here, Expression (1) is a dynamic relational expression for the rotating element of the first planetary gear P1 of the power distribution and integration mechanism 30, and is easily derived from the collinear line of the first planetary gear P1 in the collinear diagram of FIG. Can do. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the drive request torque Td *, the torque command Tm1 * of the motor MG1 and the gear ratio ρ1 of the first planetary gear P1 of the power distribution and integration mechanism 30 are used. The torque command Tm2 * of the motor MG2 is calculated by the following equation (3) (step S200). Here, the equation (3) is easily derived from the collinear line of the first planetary gear P1 in the collinear diagram of FIG. be able to.

  Subsequently, the set target rotational speed Nm1 * of the motor MG1 is compared with the threshold value Nref, and the torque command Tm1 * of the motor MG1 is compared with the threshold value Tref (step S210). Here, the threshold value Nref and the threshold value Tref are used to set a region where the low-rotation high-torque is set as the operation region of the motor MG1. When the target rotational speed Nm1 * of the motor MG1 is equal to or greater than the threshold value Nref or when the torque command Tm1 * of the motor MG1 is less than the threshold value Tref, it is determined that the operating range of the motor MG1 is not in the low-rotation high-torque range. B1 is turned off (step S220), the state shown in the collinear chart of FIG. 3 is set, and the set target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24 and torque commands Tm1 of the motors MG1 and MG2 are transmitted. * And Tm2 * are transmitted to the motor ECU 40 (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. 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.

  On the other hand, when the target rotational speed Nm1 * of the motor MG1 is less than the threshold value Nref and the torque command Tm1 * of the motor MG1 is greater than or equal to the threshold value Tref, it is determined that the operating range of the motor MG1 is in the low-rotation high-torque range. 2 is turned on (step S230), the state of the collinear diagram of FIG. 2 is set, and the target rotational speed Nm1 * and torque command Tm1 * of the motor MG1 calculated using the gear ratio ρ1 of the first planetary gear P1 in step S190 are The target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are calculated using a conversion formula using the gear ratio ρ2 of the two planetary gear P2 (step S240), and the set target rotational speed Ne * and target torque of the engine 22 are set. Te * is transmitted to the engine ECU 24 and torque commands Tm1 *, Tm of the motors MG1, MG2 are transmitted. 2 * is transmitted to the motor ECU 40 (step S250), and the drive control routine is terminated. Thus, when the operating range of the motor MG1 is in the low-rotation high-torque region, the brake B1 is turned on so that the operating region of the motor MG1 is on the high-rotation low-torque side, thereby reducing the physique of the motor MG1. In addition, the efficiency of the motor MG1 can be improved. This is based on the fact that a low rotation high torque type motor generally has a larger size and lower efficiency than a high rotation low torque type motor. The processing by the engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * and the processing by the motor ECU 50 that has received the torque commands Tm1 * and Tm2 * have been described above.

  According to the hybrid vehicle 20 of the first embodiment described above, the power from the motor MG1 can be decelerated and output to the sun gear 31 of the first planetary gear P1 by turning on the brake B1. That is, when cranking the engine 22 in a stopped state, the power output from the motor MG1 is decelerated by the second planetary gear P2, and further decelerated by the first planetary gear P1 and output to the crankshaft 26 of the engine 22. Can do. As a result, the engine 22 can be cranked only by outputting a relatively small torque from the motor MG1. In addition, when the operating region of the motor MG1 is in the region of low rotation and high torque, the operating region of the motor MG1 can be changed to the region of high rotation and low torque from the state where the brake B1 is turned off by turning on the brake B1. it can. As a result, the physique of the motor MG1 can be reduced and the efficiency of the motor MG1 can be improved. Further, the one-way clutch F1 is locked by driving the motor MG1 so that the brake B1 is turned off and the rotational speed of the sun gear 36 is made smaller than the rotational speed of the carrier 39, and the rotational shaft of the motor MG1 is connected to the first planetary gear P1. It is possible to function as a so-called three-element type power distribution and integration mechanism connected to the sun gear 31. In addition, by setting the brake B1 to the off state so that the rotation speed of the sun gear 36 is larger than the rotation speed of the carrier 39, the one-way clutch F1 can be released and the motor MG1 can be disconnected. As a result, it is possible to prevent the rotor of the motor MG1 from being rotated when traveling with only the power from the motor MG2. As a result, the energy efficiency of the entire apparatus can be improved and the motor MG1 and the motor MG2 can be downsized.

  In the hybrid vehicle 20 of the first embodiment, the power distribution and integration mechanism 30 is configured by the first planetary gear P1, the second planetary gear P2, the brake B1, and the one-way clutch F1, but as shown in the hybrid vehicle 20B of the modification of FIG. In addition, the power distribution and integration mechanism 30B may be configured by the first planetary gear P1 and the gear mechanism Q2. The gear mechanism Q2 uses the two one-way clutches F2 and F3 to connect the sun gear 31 of the first planetary gear P1 and the rotation shaft of the motor MG1. The one-way clutch F2 of the gear mechanism Q2 is configured to lock when attempting to increase the speed by the motor MG1 when the sun gear 31 is rotating forward, and to be free when attempting to decelerate. Further, the one-way clutch F3 is configured to lock when attempting to decelerate by the motor MG1 when the sun gear 31 is rotating forward, and to be free when attempting to increase the speed. Also, by preparing a gear attached to the one-way clutch F2 and a gear attached to the one-way clutch F3, the power output from the motor MG1 is reduced when the one-way clutch F3 is locked and the one-way clutch F3 is free. When the one-way clutch F2 is released and the one-way clutch F3 is locked, the power output from the motor MG1 can be output to the sun gear 31 as it is. By doing so, the second planetary gear P2, the brake B1, and the one-way clutch F1 in the power distribution and integration mechanism 30 of the first embodiment can be replaced with the gear mechanism Q2. In the hybrid vehicle 20B of such a modified example, as shown in the hybrid vehicle 20C of the modified example of FIG. 9, the gear mechanism Q2 of the power distribution and integration mechanism 30B is powered so that the motor MG1 can be offset from the crankshaft 26 of the engine 22. It is good also as what is comprised like the gear mechanism Q3 of the distribution integration mechanism 30C.

  Although the one-way clutches F1, F2, and F3 are used in the hybrid vehicle 20 of the first embodiment and its modifications, a normal clutch is used instead of the one-way clutches F1, F2, and F3, and the hybrid electronic control unit 70 is used. It is also possible to drive-control the connection and release of the clutch.

  In the hybrid vehicle 20 of the first embodiment, the motor MG2 is connected to the ring gear 32 of the first planetary gear P1, the crankshaft 26 of the engine 22 is connected to the carrier 34 of the first planetary gear P1, and the sun gear 31 of the first planetary gear P1 is connected. Although the motor MG1 is connected via the second planetary gear P2, the connection relationship is not limited to this. For example, the connection relationship of the sun gear 31 and the connection relationship of the ring gear 32 of the first planetary gear P1 are switched. Various connections may be made such as.

  In the hybrid vehicle 20 of the first embodiment, the second planetary gear P2, the brake B1, and the one-way clutch F1 are used to change the rotational speed of the motor MG1, but the rotational speed of the motor MG1 is changed by another method. It is good also as what to do.

  FIG. 10 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 120 equipped with a power output apparatus as a second embodiment of the present invention. As shown in the figure, the hybrid vehicle 120 of the second embodiment is connected to the engine 22, the crankshaft 26 of the engine 22 via a damper 28, and includes a differential gear 68 and a gear mechanism 66 on drive wheels 69a and 69b. The power distribution and integration mechanism 130 connected via the power distribution and integration mechanism 130, the motor MG1 capable of generating power connected to the power distribution and integration mechanism 130, the motor MG2 capable of generating power connected to the power distribution and integration mechanism 130, and the entire power output apparatus. And a hybrid electronic control unit 70 for controlling the vehicle, and has the same configuration as the hybrid vehicle 20 of the first embodiment except that the configuration of the power distribution and integration mechanism 130 is different. In the hybrid vehicle 120 of the second embodiment, the same reference numerals are assigned to the same components as those of the hybrid vehicle 20 of the first embodiment illustrated in FIG. 1 for ease of explanation. Therefore, in order to avoid redundant description, detailed description of the configuration with the same reference numerals is omitted.

  The power distribution and integration mechanism 130 provided in the hybrid vehicle 120 of the second embodiment is constituted by two planetary gears P3 and P4, a clutch C2, and a brake B2. The sun gear 131 of the third planetary gear P3 has the crankshaft 26 of the engine 22, the motor MG2 is connected to the ring gear 132, and the carrier 134 that connects the pinion gear 133 has drive wheels 69a and 69b via the gear mechanism 66 and the differential gear 68. , Each connected. For convenience of explanation, the rotation axis of the carrier 134 connected to the drive wheels 69a and 69b will be referred to as a “drive axis” 165. The motor MG1 is connected to the sun gear 136 of the fourth planetary gear P4, and the carrier 134 (drive shaft 165) of the third planetary gear P3 is connected to the ring gear 137, respectively. A carrier 139 that couples the pinion gear 138 of the fourth planetary gear P4 is connected to the sun gear 131 of the third planetary gear P3 and the crankshaft 26 of the engine 22 via the clutch C2. The carrier 139 of the fourth planetary gear P4 is connected to the case via the brake B2.

  The power distribution and integration mechanism 130 of the second embodiment configured in this way can disconnect the motor MG1 by turning off both the clutch C2 and the brake B2. Further, the power distribution and integration mechanism 130 turns on the clutch C2 and turns off the brake B2, thereby turning the carrier 134 of the third planetary gear P3 and the shaft of the ring gear 137 of the fourth planetary gear P4. It is the rotation shaft of the drive shaft 165, the rotation shaft of the sun gear 131 of the third planetary gear P3, and the rotation shaft of the engine 22 that is the rotation shaft of the carrier 139 of the fourth planetary gear P4, and the rotation shaft of the sun gear 136 of the fourth planetary gear P4. It can function as a so-called four-element type power distribution and integration mechanism in which the four axes of the rotation axis of the motor MG1 and the rotation axis of the motor MG2 that is the rotation axis of the ring gear 132 of the third planetary gear P3 are the rotation elements. . FIG. 11 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotating element when functioning as the four-element type power distribution and integration mechanism. In the figure, the left R3 axis indicates the rotation speed of the ring gear 132 of the third planetary gear P3 that is the rotation speed Nm2 of the motor MG2, and the C3 and R4 axes are the carrier 134 of the third planetary gear P3 that is the rotation speed Nd of the drive shaft 165. And the rotation speed of the ring gear 137 of the fourth planetary gear P4. The S3 and C4 axes indicate the rotational speed of the sun gear 131 of the third planetary gear P3, which is the rotational speed Ne of the crankshaft 26 of the engine 22 (hereinafter referred to as the rotational speed Ne of the engine 22), and the carrier of the fourth planetary gear P4. 139 indicates the number of rotations. The rightmost S4 axis indicates the rotational speed of the sun gear 136 of the fourth planetary gear P4, which is the rotational speed Nm1 of the motor MG1. In this collinear diagram, the torque acting on each rotating element (each axis) can be identified with the force acting on the beam when the collinear is regarded as a beam. 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, ρ3 is the gear ratio of the third planetary gear P3 (the number of teeth of the sun gear 131 / the number of teeth of the ring gear 132), and ρ4 is the gear ratio of the fourth planetary gear P4 (the number of teeth of the sun gear 136 / the teeth of the ring gear 137). Number).

  Further, the power distribution and integration mechanism 130 turns off the clutch C2 and turns on the brake B2, thereby enabling the drive shaft 165, the crankshaft 26 of the engine 22 and the motor MG2 in the above-described four-element type power distribution and integration mechanism. Only the connection relationship of the rotation shaft of the motor MG1 can be made different while maintaining the connection relationship with the rotation shaft. That is, the rotation shaft of the motor MG1 is coupled so as to be reversed with respect to the rotation speed of the drive shaft 165 with the gear ratio ρ4 of the fourth planetary gear P4. An example of the alignment chart in this case is shown in FIG. As shown in the figure, the power from the motor MG1 can be directly output to the drive shaft 165 with the carrier 134 as a fulcrum and the gear ratio ρ4 of the fourth planetary gear P4. That is, the third planetary gear P3 functions as a so-called three-element type for the motor MG2, the drive shaft 165, and the crankshaft 26 of the engine 22, and the power of the motor MG1 is directly changed by changing the gear ratio ρ4 of the fourth planetary gear P4. It is possible to output to the drive shaft 165.

  Further, the power distribution and integration mechanism 130 turns on both the clutch C2 and the brake B2 to shift the power from the motor MG1 and the power from the motor MG2 with the respective gear ratios with the engine 22 stopped. Can be output to the drive shaft 165. An example of the alignment chart in this case is shown in FIG. The on / off control of the clutch C2 and the brake B2 is performed by the hybrid electronic control unit 70.

  Next, the operation of the thus configured hybrid vehicle 120 of the second embodiment will be described. FIG. 14 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 120 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 Nm1, of the motors MG1, MG2. Nm2, data required for control such as the required charge / discharge power Pb * for charging / discharging the battery 60 are input (step S300), and the torque required for the vehicle based on the input accelerator opening Acc and vehicle speed V As a drive request torque Td * to be output to the drive shaft 165 and a vehicle request power P * required for the vehicle (step S310), and an engine to be output from the engine 22 based on the set vehicle request power P *. The required power Pe * is set (step S320), and the set engine required power is set. Pe * set the target rotation speed Ne * and the target torque Te * of the engine 22 based on (step S330). These processes are the same as steps S100, S110, S180, and S190 of the drive control routine (FIG. 5) of the first embodiment.

  Next, the vehicle speed V is compared with the threshold value Vref, and the drive request torque Td * is compared with the threshold value Tref (steps S340 and S350). Here, the threshold value Vref and the threshold value Tref are set in order to switch on and off the brake B2 and the clutch C2. When the vehicle speed V is less than the threshold value Vref and the drive request torque Td * is less than the threshold value Tref, that is, when a relatively low torque is required when traveling at a relatively low speed, the state of the collinear diagram of FIG. The brake B2 and the clutch C2 are both turned on to stop the engine 22 and travel (step S360). In order to stop the operation of the engine 22, the target rotational speed Ne * and the target torque Te * of the engine 22 are 0. (Step S370), and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set so that the energy efficiency is good while maintaining the relational expression shown in the following equation (4) (step S380). The set target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24 and the motors MG1, MG2 Torque command Tm1 *, and Tm2 * to the motor ECU 40 (step S440), and terminates the drive control routine. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 50 that receives the torque commands Tm1 * and Tm2 * switches the switching elements of the inverters 51 and 52 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do. Since the value 0 is set for the target rotational speed Ne * and the target torque Te *, the engine ECU 24 stops control such as fuel injection control and ignition control when the engine 22 is in operation. When the engine 22 is stopped, the state (stopped state) is maintained.

  When the vehicle speed V is less than the threshold value Vref and the drive request torque Td * is equal to or greater than the threshold value Tref, that is, when a relatively high torque is required when traveling at a relatively low speed, the state of the nomograph of FIG. The brake B2 is turned on and the clutch C2 is turned off to travel using the power from the engine 22 (step S390), and a value obtained by dividing the target torque Te * of the engine 22 by the gear ratio ρ3 of the third planetary gear P3 is calculated. The torque command Tm2 * of MG2 is set (step S400), and a value obtained by subtracting the target torque Te * and the torque command Tm2 * from the drive request torque Td * and multiplying by the gear ratio ρ4 of the fourth planetary gear P4 is set for the motor MG1. The torque command Tm1 * is set (step S410), and the set target rotational speed Ne * and target torque Te of the engine 22 are set. * Is transmitted to the engine ECU 24, and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are transmitted to the motor ECU 40 (step S440), and the drive control routine is terminated.

  When the vehicle speed V is equal to or higher than the threshold value Vref, the brake B2 is turned off and the clutch C2 is turned on so that the power distribution and integration mechanism 130 functions as a four-element type power distribution and integration mechanism (step S420), and the drive request torque Td * is set. The torque command Tm1 *, Tm2 of the motors MG1, MG2 is output using the relational expression of the balance in the four-element type as an output to the drive shaft 165 and operating the engine 22 at the operation point of the target rotational speed Ne * and the target torque Te *. * Is calculated (step S430), and the set target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24 and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. (Step S440) and drive control routine To end the. The relational expressions (formula (5) and formula (6)) used in step S430 are shown below.

  According to the hybrid vehicle 120 of the second embodiment described above, the power distribution integration mechanism 130 functions as a four-element type power distribution integration mechanism by turning off the brake B2 and turning on the clutch C2. The power from 22 can be torque converted and output to the drive shaft 165. As a result, compared with a so-called three-element type power distribution and integration mechanism, motors MG1 and MG2 having a smaller rated value can be used, and the energy efficiency of the vehicle can be improved and the motors MG1 and MG2 can be improved. Can be miniaturized. Also, by turning on the brake B2 and turning off the clutch C2, the connection between the drive shaft 165, the crankshaft 26 of the engine 22 and the rotation shaft of the motor MG2 remains unchanged, and the rotation shaft of the motor MG1 is moved to the fourth position. The planetary gear P4 can be coupled so as to reverse the rotational speed of the drive shaft 165 with the gear ratio ρ4. As a result, a large torque can be applied to the drive shaft 165 when the drive shaft 165 is driven at a relatively low rotation. Further, when the brake B2 is turned on and the clutch C2 is turned on, the power from the motor MG1 and the power from the motor MG2 are shifted with the respective gear ratios and output to the drive shaft 165 with the engine 22 stopped. can do. Of course, it is possible to travel by outputting power corresponding to the power required by the driver to the drive shaft 165.

  In the hybrid vehicle 120 of the second embodiment, the motor MG2 is connected to the ring gear 132 of the third planetary gear P3, the drive shaft 165 is connected to the carrier 134 of the third planetary gear P3 and the ring gear 137 of the fourth planetary gear P4, and the third planetary gear. The crankshaft 26 of the engine 22 is connected to the sun gear 131 of P3 and the motor MG1 is connected to the sun gear 136 of the fourth planetary gear P4. However, the connection relationship is not limited to this, for example, as shown in FIG. As shown in the hybrid vehicle 120B including the illustrated power distribution and integration mechanism 130B, the connection relationship of the sun gear 131B of the third planetary gear P3B and the connection relationship of the ring gear 132B are interchanged, or the connection relationship of the sun gear 136 of the fourth planetary gear P4. Re It may be various connections such shall replace the connection of Gugiya 137.

  Further, as shown in the hybrid vehicle 120C including the power distribution and integration mechanism 130C illustrated in FIG. 16, the crankshaft 26 of the engine 22 and the sun gear 131 of the third planetary gear P3 are connected via the clutch C2a and the third planetary gear P3. The ring gear 132 and the drive shaft 165 (carrier 134) may be connected via the clutch C2b. In this case, the state where the clutch C2a is turned on and the clutch C2b is turned off is the state of the power distribution and integration mechanism 130 of the second embodiment. In the power distribution integration mechanism 130C of this modified example, in addition to the operation of the power distribution integration mechanism 130 of the second embodiment described above, the clutch C2a is turned off and the crankshaft 26 of the engine 22 and the sun gear 131 of the third planetary gear P3 are connected. Various operations such as an operation in a disconnected state and an operation in a state where the clutch C2b is turned on and the ring gear 132 of the third planetary gear P3 and the drive shaft 165 (carrier 134) are connected are possible.

  FIG. 17 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 220 equipped with a power output apparatus as a third embodiment of the present invention. The hybrid vehicle 220 of the third embodiment is connected to the engine 22 and the crankshaft 26 of the engine 22 via a damper 28 and to drive wheels 69a and 69b via a differential gear 68 as shown in the figure. Power distribution integration mechanism 230, a motor MG1 capable of generating electricity connected to the power distribution integration mechanism 230, a motor MG2 capable of generating electricity also connected to the power distribution integration mechanism 230, and a hybrid for controlling the entire power output apparatus It has the same configuration as the hybrid vehicle 20 of the first embodiment except that the electronic control unit 70 is provided and the configuration of the power distribution and integration mechanism 230 is different. In the hybrid vehicle 220 of the third embodiment, the same reference numerals are given to the same components as those of the hybrid vehicle 20 of the first embodiment illustrated in FIG. Therefore, in order to avoid redundant description, detailed description of the configuration with the same reference numerals is omitted.

  The power distribution and integration mechanism 230 included in the hybrid vehicle 220 of the third embodiment includes two planetary gears P5 and P6, a clutch C3, and a brake B3. The sun gear 231 of the fifth planetary gear P5 has the rotation shaft of the motor MG2, the ring gear 232 has the crankshaft 26 of the engine 22, the carrier 234 connecting the pinion gear 233 has drive wheels 69a, 69b via the differential gear 68, Each is connected. For convenience of explanation, the rotation shaft of the carrier 234 connected to the drive wheels 69a and 69b will be referred to as a “drive shaft” 265. A rotation shaft of the motor MG1 is connected to the sun gear 236 of the sixth planetary gear P6, and a carrier 234 (drive shaft 265) of the fifth planetary gear P5 is connected to the carrier 239 connecting the pinion gear 238, respectively. The ring gear 237 of the sixth planetary gear P4 is connected to the sun gear 231 of the fifth planetary gear P5 and the rotation shaft of the motor MG2 via the clutch C3. The ring gear 237 of the sixth planetary gear P6 is connected to the case via a brake B3.

  The power distribution and integration mechanism 230 of the third embodiment configured as described above can disconnect the motor MG1 by turning off both the clutch C3 and the brake B3. Further, the power distribution and integration mechanism 230 turns on the clutch C3 and turns off the brake B3 to thereby turn the carrier 134 of the fifth planetary gear P5 and the carrier 239 of the sixth planetary gear P6. The drive shaft 265, the crankshaft 26 of the engine 22 that is the rotation shaft of the carrier 234 of the fifth planetary gear P5, the rotation shaft of the sun gear 231 of the fifth planetary gear P5, and the rotation shaft of the ring gear 237 of the sixth planetary gear P6. The motor MG2 can function as a so-called four-element type power distribution and integration mechanism in which the four axes of the rotation axis of the motor MG2 and the rotation axis of the motor MG1, which is the rotation axis of the sun gear 236 of the sixth planetary gear P6, are rotating elements. . FIG. 18 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element when functioning as the four-element type power distribution and integration mechanism. In the figure, the left S5 and R6 axes indicate the rotation speed of the sun gear 231 of the fifth planetary gear P5, which is the rotation speed Nm2 of the motor MG2, and the rotation speed of the ring gear 237 of the sixth planetary gear P6, and the C5 and C5 axes drive The rotation speed of the carrier 234 of the fifth planetary gear P5, which is the rotation speed Nd of the shaft 265, is shown, and the rotation speed of the carrier 239 of the sixth planetary gear P6 is shown. The R5 axis indicates the rotation speed of the ring gear 232 of the fifth planetary gear P5, which is the rotation speed Ne of the crankshaft 26 of the engine 22, and the rightmost S6 axis indicates the rotation speed Nm1 of the motor MG1 of the sixth planetary gear P6. The rotational speed of the sun gear 236 is shown. In this collinear diagram, the torque acting on each rotating element (each axis) can be equated with the force acting on this beam when the collinear is regarded as a beam, as in the second embodiment. is there. 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, ρ5 is the gear ratio of the fifth planetary gear P5 (the number of teeth of the sun gear 231 / the number of teeth of the ring gear 232), and ρ6 is the gear ratio of the sixth planetary gear P6 (the number of teeth of the sun gear 236 / the teeth of the ring gear 237). Number).

  Further, the power distribution and integration mechanism 230 turns off the clutch C3 and turns on the brake B3, so that the drive shaft 265, the crankshaft 26 of the engine 22 and the motor MG2 in the above-described four-element type power distribution and integration mechanism. Only the connection relationship of the rotation shaft of the motor MG1 can be made different while maintaining the connection relationship with the rotation shaft. That is, the rotation shaft of the motor MG1 is connected to the drive shaft 265 so as to decelerate with the gear ratio ρ6 of the sixth planetary gear P6. An example of the alignment chart in this case is shown in FIG. As shown in the figure, the power from the motor MG1 is decelerated with the gear ratio ρ6 of the sixth planetary gear P6 with the S5 and R6 axes as fulcrums and directly output to the drive shaft 265. That is, the fifth planetary gear P5 functions as a so-called three-element type for the motor MG2, the drive shaft 265, and the crankshaft 26 of the engine 22, and the power of the motor MG1 is directly changed by changing the gear ratio ρ6 of the sixth planetary gear P6. It is possible to output to the drive shaft 165.

  Furthermore, the power distribution and integration mechanism 230 shifts both the power from the engine 22 and the power from the motor MG1 with the respective gear ratios by directly turning on both the clutch C3 and the brake B3, and directly outputs them to the drive shaft 265. be able to. An example of the alignment chart in this case is shown in FIG. The on / off control of the clutch C3 and the brake B3 is performed by the hybrid electronic control unit 70.

  As described above, the power distribution and integration mechanism 230 of the third embodiment makes the power distribution and integration mechanism 230 function as a four-element type power distribution and integration mechanism by turning on the clutch C3 and turning off the brake B3. By turning off the brake B3 and turning on the brake B3, the connection between the drive shaft 265, the crankshaft 26 of the engine 22 and the rotation shaft of the motor MG2 in the four-element type power distribution and integration mechanism remains unchanged. Is connected to the drive shaft 265 so as to decelerate with the gear ratio ρ6 of the sixth planetary gear P6, and both the clutch C3 and the brake B3 are turned on, so that the power from the engine 22 and the power from the motor MG1 have the respective gear ratios. The speed can be changed and output directly to the drive shaft 265. Therefore, the power distribution and integration mechanism 230 in the hybrid vehicle 220 of the third embodiment functions in the same manner as the power distribution and integration mechanism 130 in the hybrid vehicle 120 of the second embodiment, although the connection relationship is different. Therefore, the drive control routine illustrated in FIG. 14 can be similarly executed in the hybrid vehicle 220 of the third embodiment. As a result, the hybrid vehicle 220 of the third embodiment has the same effect as the hybrid vehicle 120 of the second embodiment, that is, the power distribution and integration mechanism 230 is turned off by turning off the brake B3 and turning on the clutch C3. It is possible to improve the energy efficiency of the vehicle based on the fact that it functions as a four-element type power distribution and integration mechanism to convert the power from the engine 22 and output it to the drive shaft 265, and at the same time, the motor MG1 and the motor MG2 By turning on the brake B3 and turning off the clutch C3, the connection relationship between the drive shaft 265, the crankshaft 26 of the engine 22 and the rotation shaft of the motor MG2 is maintained as it is. Drive the rotating shaft by decelerating with the gear ratio ρ6 of the sixth planetary gear P6. Based on the fact that the drive shaft 265 can be connected to the shaft 165, when the drive shaft 265 is driven at a relatively low speed, an effect that a large torque can be applied to the drive shaft 265, the brake B3 is turned on and the clutch C3 is turned on. By turning on, the power from the engine 22 and the power from the motor MG1 can be shifted with the respective gear ratios and directly output to the drive shaft 165, and the power corresponding to the power required by the driver is driven to the drive shaft. For example, it is possible to produce an effect of being able to travel by being output to H.265.

  In the hybrid vehicle 220 of the third embodiment, the motor MG2 is connected to the sun gear 231 of the fifth planetary gear P5, the drive shaft 265 is connected to the carrier 234 of the fifth planetary gear P5 and the carrier 239 of the sixth planetary gear P6, and the fifth planetary gear. The crankshaft 26 of the engine 22 is connected to the ring gear 232 of P5 and the motor MG1 is connected to the sun gear 236 of the sixth planetary gear P6. However, the connection relationship is not limited to this, for example, the fifth planetary gear The connection relationship of the sun gear 231 of P5 and the connection relationship of the ring gear 232 may be interchanged, or the connection relationship of the sun gear 236 of the sixth planetary gear P6 and the connection relationship of the ring gear 237 may be interchanged.

  In each of the above-described embodiments and modifications thereof, a power output device that includes the engine 22, the motor MG1, the motor MG2, and the power distribution and integration mechanisms 30, 130, and 230 and outputs power to the drive shafts 65, 165, and 265 is provided in the vehicle. The power output device may be mounted on a vehicle such as a train other than an automobile, a moving body such as a ship or an aircraft, or used as a power source for non-moving equipment such as construction equipment. Also good.

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus as a first embodiment of the present invention. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of cranking the engine 22 with the brake B1 turned on. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of making it function as a 4 element type. It is explanatory drawing which shows an example of the alignment chart which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of motor travel. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of 1st Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. It is a block diagram which shows the outline of a structure of the hybrid vehicle 20B of a modification. FIG. 12 is a configuration diagram illustrating an outline of a configuration of a hybrid vehicle 20C according to a modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle 120 carrying the power output device as 2nd Example. It is explanatory drawing which shows an example of the alignment chart which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 130 at the time of making it function as a 4 element type. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 130 at the time of making the motive power from motor MG1 act on the drive shaft 165 by gear ratio (rho) 4. . It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 130 at the time of making the crankshaft 26 of the engine 22 into a stop state. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of 2nd Example. It is a block diagram which shows the outline of a structure of the hybrid vehicle 120B provided with the power output device 120B of the modification. It is a block diagram which shows the outline of the hybrid vehicle 120C provided with the power distribution integration mechanism 130C of the modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle 220 carrying the power output device as 3rd Example. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 230 at the time of making it function as a 4 element type. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 230 at the time of making the motive power from motor MG1 act on the drive shaft 265 by gear ratio (rho) 6. . An example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 230 when the power from the engine 22 and the power from the motor MG1 are directly output to the drive shaft 265 is shown. It is explanatory drawing.

Explanation of symbols

  20, 20B, 20C, 120, 120B, 120C, 220 Hybrid vehicle, 22 engine, 24 electronic control unit for engine (engine ECU), 26 crankshaft, 28 damper, 30, 30B, 30C, 130, 130B, 130C, 230 Power distribution and integration mechanism, 31, 36, 131, 131B, 136, 231, 236 Sun gear, 32, 37, 132, 132B, 137, 232, 237 Ring gear, 33, 38, 133, 138, 233, 238 Pinion gear, 34, 39, 134, 139, 234, 239 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), 6 Power line, 65, 165, 265 Drive shaft, 66 gear mechanism, 68 differential gear, 69a, 69b drive wheel, 70 electronic control unit for hybrid, 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, P1 to P6, P3B planetary gear, MG1, MG2 motor, C2, C2a, C2b, C3 clutch, B1 , B2, B3 brake, F1-F3 one-way clutch, Q2, Q3 gear mechanism.

Claims (5)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of generating electricity;
A second electric motor capable of inputting and outputting power to the drive shaft;
Is connected to a plurality of axes and a second shaft and the third shaft that is connected to the output shaft of the first shaft and the internal combustion engine connected to a rotating shaft of the concatenated Rutotomoni said second motor to said drive shaft, The remaining shaft is rotated based on the rotational speed of any two of the three axes of the first shaft, the second shaft, and the third shaft, and the balance of power input and output to and from the plurality of shafts is Multi-axis power input / output means capable of outputting power to the drive shaft;
Connecting means for connecting any one of the three axes of the first shaft, the second shaft, and the third shaft and the rotating shaft of the first motor with at least two different gear ratios;
Equipped with a,
The connecting means is means for connecting the third shaft and the rotating shaft of the first electric motor, and is connected to the fourth shaft connected to the third shaft and the rotating shaft of the first electric motor. A three-axis power input / output means connected to the fifth axis and the sixth axis, for inputting / outputting power to the remaining shaft based on power input / output to / from any two of the three axes; A connection release means for connecting and releasing the fourth shaft and the fifth shaft, and a stop release means for stopping the rotation of the sixth shaft and releasing the stop;
Power output device.   The connecting means connects the fourth shaft and the fifth shaft by the connection releasing means, and releases the stop of the sixth shaft by the stop releasing means, whereby the rotation speed of the third shaft and the The rotation speed of the rotating shaft of the motor 1 is connected with the same gear ratio, the connection releasing means releases the connection between the fourth axis and the fifth axis, and the stop releasing means releases the sixth axis. 4. The power output apparatus according to claim 3, wherein the power output device is a means for connecting with a gear ratio that stops the rotation so that the rotation speed of the rotation shaft of the first electric motor becomes larger than the rotation speed of the third shaft. It said decoupling means, the power output apparatus according to claim 1 or 2, wherein the one-way clutch. The multi-shaft-type power input output means and / or said three shaft-type power input output means, claims 1 composed is constituted by the planetary gear mechanism 3 power output apparatus according to any one. An automobile comprising the power output device according to any one of claims 1 to 4 , wherein an axle is mechanically connected to the drive shaft.

Images