JP4910884B2 - POWER OUTPUT DEVICE, HYBRID VEHICLE HAVING THE SAME, AND METHOD FOR CONTROLLING POWER OUTPUT DEVICE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the transmission efficiency of power between an internal combustion engine and a driving shaft by more properly connecting both first and second elements of a power distribution integration mechanism to a driving shaft 67. <P>SOLUTION: In a hybrid car 20, when predetermined simultaneous engagement execution conditions are established in such a state that a carrier 45 is connected to a driving shaft 67 by a transmission 60: revolving speed adjustment processing for matching the revolving speed of a motor MG1 with target revolving speed Nm1* based on the gear ratio of the transmission 60 and the revolving speed of the driving shaft 67; the connection of a sun gear 41 composed of a gear string corresponding to the target number of gear-change stage n* of the transmission 60 and the driving shaft 67; and torque adjustment processing for adjusting the output torque of the motors MG1 and MG2 so that torque cannot be substantially output by the both motors MG1 and MG2 in such a state that the carrier 45 and the sun gear 41 are connected to the driving shaft 67 are executed. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a power output device that outputs power to a drive shaft, a hybrid vehicle including the same, and a control method for the power output device.

Conventionally, as a power output device of this type, an output member selectively includes two output elements of an internal combustion engine, two electric motors, a so-called Ravigneaux type planetary gear mechanism, and a planetary gear mechanism connected to each electric motor. There is known a power output apparatus including a parallel shaft type transmission that can be connected to the transmission (see, for example, Patent Document 1). Conventionally, a planetary gear mechanism including an input element connected to the internal combustion engine and two output elements respectively connected to the electric motor, and connected to the corresponding output element of the planetary gear mechanism and coupled to the output shaft. There is also known a power output device including a parallel shaft transmission including two counter shafts (see, for example, Patent Document 2). In these power output devices, it is possible to switch the output element of the planetary gear mechanism connected to the output member or the output shaft by a parallel shaft transmission. Further, conventionally, a power distribution mechanism including an input element connected to the internal combustion engine, a reaction force element connected to the first motor / generator, and an output element connected to the second motor / generator, and an output member There is also known one that includes two clutches for selectively connecting an axle shaft as an output element and a reaction force element of a power distribution mechanism (see, for example, Patent Document 3).
JP-A-2005-155891 JP 2003-106389 A Japanese Patent Laying-Open No. 2005-125876

  Each of the conventional power output devices described above is capable of efficiently transmitting power from the internal combustion engine to the output shaft or the like by simultaneously connecting two output elements of the planetary gear mechanism that is connected to the output shaft or the like. Each of the above patent documents describes a procedure for connecting two output elements of a planetary gear mechanism to an output shaft, etc. There is no specific disclosure of the procedure for releasing the connection.

  Therefore, the present invention is a power output apparatus capable of selectively connecting the first and second elements of the power distribution and integration mechanism to the drive shaft, and more appropriately drives both the first and second elements of the power distribution and integration mechanism. The main object is to further improve the power transmission efficiency between the internal combustion engine and the drive shaft by being connected to the shaft.

  The power output apparatus according to the present invention, the hybrid vehicle equipped with the same, and the control method of the power output apparatus employ the following means in order to achieve the main object described above.

The power output device according to the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of inputting and outputting power;
A second electric motor capable of inputting and outputting power;
Power storage means capable of exchanging electric power with each of the first and second electric motors;
The first element connected to the rotating shaft of the first motor, the second element connected to the rotating shaft of the second motor, and the third element connected to the engine shaft of the internal combustion engine, and these three elements A power distribution and integration mechanism that inputs and outputs power based on power input and output to any two of the elements to the remaining one;
Either or both of the first and second elements of the power distribution and integration mechanism can be selectively connected to the drive shaft, and the power from the first element and the power from the second element can be combined. Shift transmission means capable of transmitting to the drive shaft at a predetermined transmission ratio,
Required power setting means for setting required power which is power required for the drive shaft;
The internal combustion engine is operated in a state in which one of the first and second elements and the drive shaft are connected by the shift transmission means, and the first and second electric motors are driven and controlled. If the other of the first and second elements is connected to the drive shaft while one of the first and second elements is connected to the drive shaft when the simultaneous connection condition is satisfied, the first A rotation speed adjustment process for adjusting the rotation speed of the first or second motor corresponding to the other of the first and second elements so that the other of the second element and the second element can be connected to the drive shaft; The first and second motors are connected to each other in a state in which the other of the first and second elements is connected to the drive shaft, and both the first and second elements are connected to the drive shaft by the transmission mechanism. Both sides will effectively torque The internal combustion engine and the internal combustion engine so that power based on the set required power is output to the drive shaft together with torque adjustment processing for adjusting the output torque of the first and second electric motors so as not to force Control means for controlling the first and second electric motors and the shift transmission means;
Is provided.

  This power output device can selectively connect either one or both of the first and second elements of the power distribution and integration mechanism to the drive shaft, and also includes the power from the first element and the power from the second element. Is provided with transmission transmission means capable of transmitting each of them to the drive shaft at a predetermined transmission ratio. In this power output device, the internal combustion engine is operated while one of the first and second elements and the drive shaft are connected by the transmission means, and the first and second motors are driven and controlled. When a predetermined simultaneous connection condition is established, when the other of the first and second elements is connected to the drive shaft while one of the first and second elements is connected to the drive shaft, the set request Of the first or second electric motor corresponding to the other of the first and second elements so that the other of the first and second elements can be connected to the drive shaft while the power based on the power is output to the drive shaft. After executing the rotation speed adjustment process for adjusting the rotation speed, the other of the first and second elements and the drive shaft are connected by the transmission transmission means. Further, both the first and second electric motors are connected with both the first and second elements connected to the drive shaft by the transmission means while the power based on the set required power is output to the drive shaft. Torque adjustment processing is executed to adjust the output torque of the first and second electric motors so that the torque is not substantially output. As described above, when one of the first and second elements and the drive shaft are connected by the transmission means, both the first and second elements are used as the drive shaft after performing the above-described rotation speed adjustment processing. When coupled and further executing the torque adjustment process, one of the first and second elements of the power distribution and integration mechanism and the drive shaft are suppressed while suppressing the occurrence of shock associated with fluctuations in the power output to the drive shaft. Can be more appropriately switched from the state in which both are connected to the state in which both the first and second elements and the drive shaft are connected. If the torque is not substantially output from the first and second motors in a state where both the first and second elements of the power distribution and integration mechanism and the drive shaft are connected in this way, Power can be transmitted to the drive shaft at a fixed gear ratio. Therefore, in this power output device, both the first and second elements of the power distribution and integration mechanism are more appropriately connected to the drive shaft, and the power transmission efficiency between the internal combustion engine and the drive shaft is further improved. Can do.

  In addition, the torque adjustment processing is performed in a state before the shift before the shift transmission means connects both the first and second elements and the drive shaft. The required motor torque for the first and second motors determined based on the required engine torque for the internal combustion engine based on the above is set as a starting point torque, and the value 0 is set for the other one of the first and second motors A value of 0 or more based on the required power and the required engine torque at a predetermined timing is set as an end point torque, and the internal combustion engine outputs a torque based on the required engine torque and is output by the first and second motors. And the internal combustion engine and the first torque are changed so that the torque changes from the start point torque to the end point torque. And the second may be a process of controlling an electric motor. Thereby, it is possible to make the torque adjustment processing for preventing both the first and second motors from basically outputting torque more appropriate.

  In this case, the control means, based on the set required power and the required engine torque for the internal combustion engine based on the required power, every time the required power is set during execution of the torque adjustment process. The starting torque and the ending torque for the first and second motors are set, the internal combustion engine outputs torque based on the required engine torque, and torques output by the first and second motors are respectively The internal combustion engine and the first and second electric motors may be controlled so as to gradually change from the start point torque to the end point torque. Thus, during execution of the torque adjustment process, each time the required power is set, the starting point and end point torque of the first and second motors are set one by one, and the torque output by the first and second motors is set as the starting point torque, respectively. By gradually changing from the torque to the end point torque, it is possible to suppress the occurrence of shock accompanying the fluctuation of the torque output to the drive shaft and adjust the torque of the first and second motors while coping with the fluctuation of the required power. Can do. Further, if the starting point and the end point torque are set one by one each time the required power is set, the continuation of the state in which both the first and second elements of the power distribution and integration mechanism are connected to the drive shaft is interrupted and desired. Even when the shift to the current shift state is made, it is possible to suppress the occurrence of a shock due to the change in torque and shift to the desired shift state while coping with the change in required power.

  The control means is based on the required power set immediately before both the first and second elements are connected to the drive shaft by the shift transmission means at the start of execution of the torque adjustment process, and the required power. The required motor torque for the first and second motors determined based on the required engine torque for the internal combustion engine is set as the starting torque, and the required power is set each time the required power is set during the torque adjustment process. The end point torque for the first and second motors is set based on the set required power and the required engine torque for the internal combustion engine based on the required power, and the internal combustion engine is a torque based on the required engine torque. And the torques output by the first and second electric motors from the starting point torque to the end point torque, respectively. To a may be one that controls said internal combustion engine and the first and second motors so as to gradually change. In this way, the start point torque is set based on the required power set immediately before both the first and second elements are connected to the drive shaft by the speed change transmission means and the required engine torque based on the required power. Even if the end point torques of the first and second motors are set one by one each time the power is set, and the torque output by the first and second motors is gradually changed from the start point torque to the end point torque, the drive shaft It is possible to adjust the torques of the first and second electric motors while suppressing the occurrence of shock associated with fluctuations in the torque output to, and coping with fluctuations in required power. Further, if the setting of the starting point torque is executed only immediately after the start of the torque adjustment process, it is possible to reduce the calculation load associated with the torque adjustment process.

  Further, the control means is based on the required power set immediately before both the first and second elements are connected to the drive shaft by the shift transmission means at the start of execution of the torque adjustment process and the required power. Based on the required engine torque for the internal combustion engine, the starting point torque and the end point torque for the first and second electric motors are set, and the internal combustion engine becomes the required engine torque each time the required power is set. The internal combustion engine and the first and second motors are controlled so that the torque output by the first and second motors gradually changes from the start point torque to the end point torque. It may be a thing. In this way, both the start point torque and the end point torque are converted into the required power set immediately before both the first and second elements are connected to the drive shaft by the transmission transmission means and the required engine torque based on the required power. If the torque output from the first and second motors is gradually changed from the start point torque to the end point torque, the calculation load associated with the torque adjustment process is further reduced and the torque is output to the drive shaft. It is possible to adjust the torques of the first and second electric motors while suppressing the occurrence of shocks accompanying torque fluctuations.

  Further, when executing the torque adjustment process, the control means sets a value of 0 for one of the first and second motors and a value of 0 or more based on the set required power and the required engine torque for the other. The internal combustion engine outputs torque based on the required engine torque, and the first and second electric motors output torque based on the torque command. The second electric motor may be controlled. Thereby, although there is a possibility that some shock is generated due to fluctuations in the output torque of the first and second motors, either one of the first and second elements of the power distribution and integration mechanism is connected to the drive shaft. It is possible to quickly switch from the state to a state in which both the first and second elements and the drive shaft are coupled while further reducing the calculation load.

  Then, after the torque adjustment processing is completed, the control means outputs the torque based on the set required power, and prevents both the first and second motors from substantially outputting torque. The internal combustion engine and the first and second electric motors may be controlled. As a result, power from the internal combustion engine can be transmitted to the drive shaft at a fixed gear ratio.

  Further, after the torque adjustment process is completed, the control means outputs torque based on the set required power, and one of the first and second motors does not output torque, And controlling the internal combustion engine and the first and second electric motors so that the other of the first and second electric motors outputs a torque based on a shortage of power by the internal combustion engine with respect to the required power. Also good. As a result, power from the internal combustion engine is transmitted to the drive shaft at a fixed gear ratio, and torque based on the shortage of power by the internal combustion engine with respect to the required power is supplied to one of the first and second motors as required. It is possible to output.

  Further, the control means controls the driving of the internal combustion engine and the first and second electric motors in a state where both the first and second elements and the drive shaft are connected by the speed change transmission means. When the predetermined simultaneous connection release condition is established during the operation, when the connection between one of the first and second elements and the drive shaft is released, the first and second transmission transmission means With both of the second elements connected to the drive shaft, power is transferred between the first and second electric motors so that the first and second electric motors only transfer the other of the first and second elements to the drive shaft. With a second torque adjustment process for outputting the power to be output when connected to each other, and the release of the connection between one of the first and second elements and the drive shaft by the transmission means. And set The may be one that controls the internal combustion engine and the first and second motors and the speed change-transmission as a power based on the required power is output to the drive shaft. As described above, when both the first and second elements and the drive shaft are coupled by the transmission means, one of the first and second elements and the drive shaft are executed after performing the second torque adjustment process. Is released from the state in which both the first and second elements of the power distribution and integration mechanism are connected to the drive shaft while suppressing the occurrence of shock associated with fluctuations in the power output to the drive shaft. It is possible to more appropriately switch to a state in which one of the first and second elements and the drive shaft are connected. Therefore, in this power output device, both the first and second elements of the power distribution and integration mechanism are more appropriately connected to the drive shaft, and the power transmission efficiency between the internal combustion engine and the drive shaft is further improved. Is possible.

  In the second torque adjustment process, any one of the first and second motors is assumed to be in a simultaneous connection state in which both the first and second elements and the drive shaft are connected by the shift transmission means. A value of 0 or more based on the required power and the required engine torque at a predetermined timing for the other is set as a starting point torque, and one of the first and second elements by the shift transmission means and the For the first and second motors determined based on the required power at a predetermined timing and the required engine torque for the internal combustion engine based on the required power, assuming that the state after the shift after the connection with the drive shaft is released The required motor torque is set as the end point torque, and the internal combustion engine outputs torque based on the required engine torque and Torque output by the first and second electric motor may be a process of controlling said internal combustion engine and the first and second motors so as to change to the end point torque from each of the start point torques. As a result, the second torque adjustment process for outputting the power to be output when only the other of the first and second elements is connected to the drive shaft to each of the first and second motors is made more appropriate. can do.

  Further, the control means, based on the set required power and the required engine torque for the internal combustion engine based on the required power every time the required power is set during execution of the second torque adjustment processing. The starting torque and the ending torque for the first and second motors are set, and the internal combustion engine outputs torque based on the required engine torque and is output by the first and second motors. May control the internal combustion engine and the first and second electric motors so as to gradually change from the start point torque to the end point torque. As a result, only the other of the first and second elements is applied to each of the first and second electric motors while suppressing the occurrence of shock accompanying fluctuations in torque output to the drive shaft and coping with fluctuations in required power. It is possible to output power to be output when connected to. In addition, if the start point and end point torque are set one by one each time the required power is set, even if the transition to the post-shift state is interrupted, the occurrence of shock due to torque fluctuations is suppressed and the fluctuations in the required power It is possible to return to the simultaneous connection state while coping with the above.

  Further, the control means sets the required motor torque for the first and second motors set immediately before the execution of the second torque adjustment process as the start point torque, and during the execution of the torque adjustment process, Each time the required power is set, the end point torque for the first and second electric motors is set based on the set required power and the required engine torque for the internal combustion engine based on the required power, and The internal combustion engine and the first engine output torque based on the required engine torque, and the torque output by the first and second electric motors gradually changes from the start point torque to the end point torque. And it may control a 2nd electric motor. As a result, only the other of the first and second elements is applied to each of the first and second electric motors while suppressing the occurrence of shock accompanying fluctuations in torque output to the drive shaft and coping with fluctuations in required power. It is possible to output power to be output when connected to. Further, if the setting of the starting point torque is executed only immediately after the start of the second torque adjustment process, it is possible to reduce the calculation load associated with the second torque adjustment process.

  Further, the control means sets the required motor torque for the first and second motors set immediately before the execution of the second torque adjustment process as the start point torque, and the second torque adjustment process. Each time the required power is set, the end point torque for the first and second motors is set based on the required power set at the start of execution and the required engine torque for the internal combustion engine based on the required power. The internal combustion engine outputs torque based on the required engine torque, and the torque output by the first and second electric motors gradually changes from the start point torque to the end point torque, respectively. The first and second electric motors may be controlled. As a result, the first and second motors are respectively reduced in the first and second electric motors while reducing the calculation load associated with the second torque adjustment process and suppressing the occurrence of shocks due to fluctuations in the torque output to the drive shaft. It is possible to output the power to be output when only the other element is connected to the drive shaft.

  In addition, when the second torque adjustment process is executed, the control means is configured to perform the first or second transmission by the transmission transmission means under the set required power, the required engine torque, and the post-shift state. A torque command for the first and second electric motors is set based on a gear ratio between an element and the drive shaft, and the internal combustion engine outputs a torque based on the required engine torque and the first and second motors. The internal combustion engine and the first and second electric motors may be controlled such that the electric motor outputs torque based on the torque command. Thereby, although there is a possibility of generating some shock due to fluctuations in the output torque of the first and second electric motors, both the first and second elements of the power distribution and integration mechanism are connected to the drive shaft. It becomes possible to quickly switch to a state in which any one of the first and second elements and the drive shaft are connected while further reducing the calculation load.

  Further, in the rotational speed adjustment process, the rotational speed of the first or second electric motor corresponding to the other of the first and second elements is converted to the first element and the drive of the power distribution and integration mechanism by the shift transmission means. Processing may be performed to match the target rotational speed based on the speed ratio between the shaft, the speed ratio between the second element and the drive shaft, and the speed of the drive shaft. As a result, the first and second elements of the power distribution and integration mechanism are more appropriately connected to the other of the first and second elements that have not been connected to the drive shaft so far while suppressing the occurrence of shock. Thus, it is possible to realize a state in which both and the drive shaft are connected.

  Further, the control means takes the internal combustion engine and the first and second motors into consideration while taking into account both mechanical loss in the power distribution and integration mechanism and electrical loss due to driving of the first and second motors. It may be controlled. That is, in the power output device, when either one of the first and second elements of the power distribution and integration mechanism is connected to the drive shaft by the transmission transmission means, one of the first and second motors is It functions as an electric motor and the other functions as a generator. Power from the internal combustion engine is torque-converted by the power distribution and integration mechanism and the first and second electric motors and output to the drive shaft. For this reason, when one of the first and second elements of the power distribution and integration mechanism is connected to the drive shaft, the mechanical loss in the power distribution and integration mechanism and the electric power associated with the driving of the first and second motors. Both loss and loss will occur. On the other hand, when both the first and second elements of the power distribution and integration mechanism and the drive shaft are connected by the transmission means, the first and second motors are driven so as not to substantially output torque. Since it is controlled, the rate of torque conversion by the first and second motors is reduced, and accordingly, the electrical loss associated with the driving of the first and second motors is reduced. Accordingly, if the internal combustion engine and the first and second motors are controlled while taking into account both the mechanical loss in the power distribution and integration mechanism and the electrical loss associated with the driving of the first and second motors, the power distribution and integration mechanism When switching between a state in which one of the first and second elements and the drive shaft are connected to each other and a state in which both the first and second elements are connected to the drive shaft, mechanical loss and electrical loss It is possible to suppress the fluctuation of the power output to the drive shaft due to the change of the sum, and to suppress the accompanying shock.

  Further, the transmission transmission means includes a first transmission mechanism having at least one parallel shaft type gear train capable of connecting any one of the first and second elements of the power distribution and integration mechanism to the drive shaft; A parallel shaft transmission including a second transmission mechanism having at least one set of parallel shaft gear trains capable of connecting the other of the first and second elements to the drive shaft may be used.

  Further, the shift transmission means can connect the first planetary gear mechanism that can connect the first element of the power distribution and integration mechanism to the drive shaft, and the second element of the power distribution and integration mechanism to the drive shaft. And a planetary gear type transmission including a second planetary gear mechanism.

  Further, the shift transmission means includes a planetary gear mechanism capable of connecting one of the first and second elements of the power distribution and integration mechanism to the drive shaft, and the other of the first and second elements as the drive. It may be a planetary gear type transmission including a connecting mechanism connectable to the shaft.

  A hybrid vehicle according to the present invention includes any one of the power output devices described above, and includes drive wheels that are driven by power from the drive shaft. The power output apparatus provided in this hybrid vehicle further improves the power transmission efficiency between the internal combustion engine and the drive shaft by more appropriately connecting both the first and second elements of the power distribution and integration mechanism to the drive shaft. Since this is possible, this hybrid vehicle can improve fuel efficiency and driving performance satisfactorily.

Other power output devices according to the present invention include:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of inputting and outputting power;
A second electric motor capable of inputting and outputting power;
Power storage means capable of exchanging electric power with each of the first and second electric motors;
The first element connected to the rotating shaft of the first motor, the second element connected to the rotating shaft of the second motor, and the third element connected to the engine shaft of the internal combustion engine, and these three elements A power distribution and integration mechanism that inputs and outputs power based on power input and output to any two of the elements to the remaining one;
Either or both of the first and second elements of the power distribution and integration mechanism can be selectively connected to the drive shaft, and the power from the first element and the power from the second element can be combined. Shift transmission means capable of transmitting to the drive shaft at a predetermined transmission ratio,
Required power setting means for setting required power which is power required for the drive shaft;
The internal combustion engine is operated in a state where both the first and second elements and the drive shaft are connected by the speed change transmission means, and the first and second electric motors are controlled while being driven. In the case where the connection between one of the first and second elements and the drive shaft is released when the simultaneous connection release condition is established, both the first and second elements are Power is transferred between the first and second motors while being connected to the drive shaft, and the first and second motors output when only the other of the first and second elements is connected to the drive shaft. Based on the set required power, with torque adjustment processing for outputting power to be output, and release of connection between one of the first and second elements and the drive shaft by the shift transmission means Power is the above And control means for the control of the internal combustion engine and the first and second motors and the change speed transmission mechanism so as to be output to the rotary shaft,
Is provided.

  As in this power output device, when both the first and second elements and the drive shaft are connected by the transmission means, the second torque adjustment process is performed and the first and second elements are If the connection between one side and the drive shaft is released, both the first and second elements of the power distribution and integration mechanism and the drive shaft are connected while suppressing the occurrence of shock associated with fluctuations in the power output to the drive shaft. It is possible to more appropriately switch from one state to the state in which one of the first and second elements and the drive shaft are connected. Therefore, in this power output device, both the first and second elements of the power distribution and integration mechanism are more appropriately connected to the drive shaft, and the power transmission efficiency between the internal combustion engine and the drive shaft is further improved. Is possible.

The method for controlling the power output apparatus according to the present invention includes:
A drive shaft, an internal combustion engine, first and second electric motors capable of inputting / outputting power, electric storage means capable of exchanging electric power with each of the first and second electric motors, and a rotary shaft of the first electric motor; The first element to be connected, the second element connected to the rotating shaft of the second electric motor, and the third element connected to the engine shaft of the internal combustion engine, and any two of these three elements A power distribution / integration mechanism that inputs / outputs power based on the power input / output to / from the remaining one, and either or both of the first and second elements of the power distribution / integration mechanism are selectively used as the drive shaft. And a speed change transmission means that can transmit the power from the first element and the power from the second element to the drive shaft at a predetermined speed ratio, respectively. Because
(A) The internal combustion engine is operated in a state in which one of the first and second elements and the drive shaft are connected by the transmission means, and the first and second motors are driven and controlled. The first or second electric motor corresponding to the other of the first and second elements so that the other of the first and second elements can be connected to the drive shaft when a predetermined simultaneous connection condition is established. Adjusting the number of revolutions of
(B) connecting the other of the first and second elements and the drive shaft by the shift transmission means;
(C) The first and second motors substantially stop outputting torque in a state where both the first and second elements are connected to the drive shaft by the shift transmission means. Adjusting the output torque of the second electric motor;
Is included.

  As in this method, when one of the first and second elements is connected to the drive shaft by the transmission means, the rotational speed adjustment process in step (a) is performed and then in step (b). If both the first and second elements are connected to the drive shaft, and the torque adjustment processing in step (c) is further performed, power distribution integration is performed while suppressing the occurrence of shock associated with fluctuations in the power output to the drive shaft. It is possible to more appropriately switch from a state in which one of the first and second elements of the mechanism is connected to the drive shaft to a state in which both the first and second elements are connected to the drive shaft. If the torque is not substantially output from the first and second motors in a state where both the first and second elements of the power distribution and integration mechanism and the drive shaft are connected in this way, Power can be transmitted to the drive shaft at a fixed gear ratio. Therefore, according to this method, both the first and second elements of the power distribution and integration mechanism are more appropriately connected to the drive shaft, and the power transmission efficiency between the internal combustion engine and the drive shaft is further improved. Can do. Further, in this method, the internal combustion engine and the first and the first are output so that power based on the required power required for the drive shaft is output to the drive shaft during the execution of steps (a) to (d). A torque command for two electric motors may be set.

Another power output device control method according to the present invention includes:
A drive shaft, an internal combustion engine, first and second electric motors capable of inputting / outputting power, electric storage means capable of exchanging electric power with each of the first and second electric motors, and a rotary shaft of the first electric motor; The first element to be connected, the second element connected to the rotating shaft of the second electric motor, and the third element connected to the engine shaft of the internal combustion engine, and any two of these three elements A power distribution / integration mechanism that inputs / outputs power based on the power input / output to / from the remaining one, and either or both of the first and second elements of the power distribution / integration mechanism are selectively used as the drive shaft. And a speed change transmission means that can transmit the power from the first element and the power from the second element to the drive shaft at a predetermined speed ratio, respectively. Because
(A) The internal combustion engine is operated in a state in which both the first and second elements and the drive shaft are connected by the transmission means, and the first and second motors are driven and controlled. When a predetermined simultaneous connection release condition is satisfied, the power is transferred between the first and second electric motors with both the first and second elements connected to the drive shaft by the shift transmission means. Each of the first and second electric motors outputs power to be output when only the other of the first and second elements is connected to the drive shaft;
(B) releasing the connection between one of the first and second elements and the drive shaft by the transmission means;
Is included.

  As in this method, when both the first and second elements are connected to the drive shaft by the transmission means, the torque adjustment process of step (a) is performed and then the first step is performed in step (b). If the connection between one of the first and second elements and the drive shaft is released, both the first and second elements of the power distribution and integration mechanism are suppressed while suppressing the occurrence of shock associated with fluctuations in the power output to the drive shaft. It is possible to more appropriately switch from the state where the drive shaft is connected to the state where any one of the first and second elements and the drive shaft are connected. Therefore, according to this method, both the first and second elements of the power distribution and integration mechanism are more appropriately connected to the drive shaft, and the power transmission efficiency between the internal combustion engine and the drive shaft is further improved. Is possible. Further, in this method, the internal combustion engine and the first and first powers are output so that power based on required power required for the drive shaft is output to the drive shaft during the execution of steps (a) and (b). A torque command for two electric motors may be set.

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

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. A hybrid vehicle 20 shown in the figure is configured as a rear wheel drive vehicle, and includes an engine 22 disposed in the front portion of the vehicle, and a power distribution and integration mechanism 40 connected to a crankshaft (engine shaft) 26 of the engine 22. From the power distribution and integration mechanism 40, a motor MG1 capable of generating electricity, a motor MG2 arranged coaxially with the motor MG1 and connected to the power distribution and integration mechanism 40, and A transmission 60 that can shift power and transmit it to the drive shaft 67, a hybrid electronic control unit (hereinafter referred to as "hybrid ECU") 70 that controls the entire hybrid vehicle 20, and the like are provided.

  The engine 22 is an internal combustion engine that outputs power when supplied with hydrocarbon fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as “engine ECU”) 24 performs fuel injection amount, ignition timing, and suction. The air volume is controlled. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 such as a crank position sensor (not shown) attached to the crankshaft 26 and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

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

  The battery 35 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 36. The battery ECU 36 receives signals necessary for managing the battery 35, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 35, and a power line 39 connected to the output terminal of the battery 35. A charging / discharging current from an attached current sensor (not shown), a battery temperature Tb from a temperature sensor 37 attached to the battery 35, and the like are input. Further, the battery ECU 36 outputs data related to the state of the battery 35 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Then, in order to manage the battery 35, the battery ECU 36 of the embodiment calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor, or determines the battery 35 based on the remaining capacity SOC. The charge / discharge required power Pb * is calculated, or the input limit Win as the charge allowable power that is the power allowed for charging the battery 35 based on the remaining capacity SOC and the battery temperature Tb, and the battery 35 is allowed to discharge. The output limit Wout as discharge allowable power, which is power, is calculated. The input / output limits Win and Wout of the battery 35 set basic values of the input / output limits Win and Wout based on the battery temperature Tb, and output correction correction coefficients based on the remaining capacity (SOC) of the battery 35. It can be set by setting a correction coefficient for input restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The power distribution and integration mechanism 40 is housed in a transmission case (not shown) together with the motors MG1 and MG2 and the transmission 60, and is arranged coaxially with the crankshaft 26 at a predetermined distance from the engine 22. The power distribution and integration mechanism 40 of the embodiment includes a sun gear 41 as an external gear, a ring gear 42 as an internal gear arranged concentrically with the sun gear 41, one of the sun gear 41 and the other as a ring gear 42. This is a double pinion type planetary gear mechanism having a carrier 45 that holds at least one set of two pinion gears 43, 44 that rotate and revolves freely. A sun gear 41 (second element) and a ring gear 42 (third element) And the carrier 45 (first element) can be differentially rotated with each other. In the embodiment, the power distribution and integration mechanism 40 is configured such that the gear ratio ρ (the value obtained by dividing the number of teeth of the sun gear 41 by the number of teeth of the ring gear 42) is ρ = 0.5. Thereby, since the distribution ratio of the torque from the engine 22 is the same between the sun gear 41 and the carrier 45, the specifications of the motors MG1 and MG2 can be made the same without using a reduction gear mechanism or the like. The power output device can be made compact, the productivity can be improved, and the cost can be reduced. However, the gear ratio ρ of the power distribution and integration mechanism 40 may be selected from a range of about 0.4 to 0.6, for example. The sun gear 41 that is the second element of the power distribution and integration mechanism 40 includes a hollow sun gear shaft 41 a that extends from the sun gear 41 to the side opposite to the engine 22 (rear side of the vehicle) and a hollow first motor shaft 46. A motor MG1 (hollow rotor) as two electric motors is connected. The carrier 45 as the first element is connected to a motor MG2 (hollow rotor) as a first electric motor via a hollow second motor shaft 55 extending toward the engine 22. Furthermore, the crankshaft 26 of the engine 22 is connected to the ring gear 42, which is the third element, via a ring gear shaft 42a and a damper 28 that extend through the second motor shaft 55 and the motor MG2.

  Further, as shown in FIG. 1, between the sun gear shaft 41a and the first motor shaft 46, there is a clutch C0 (connection / disconnection means) that performs connection (drive source element connection) between them and release of the connection. Is provided. In the embodiment, the clutch C0 can be engaged with both an engaging portion fixed to the sun gear shaft 41a and an engaging portion fixed to the first motor shaft 46, for example, and is electromagnetic, electric or hydraulic. The actuator 90 is configured as a dog clutch including a movable engagement member that is moved forward and backward in the axial direction of the sun gear shaft 41a, the first motor shaft 46, and the like. When the connection between the sun gear shaft 41a and the first motor shaft 46 is released by the clutch C0, the connection between the motor MG1 as the second electric motor and the sun gear 41 that is the second element of the power distribution and integration mechanism 40 is released. Thus, the function of the power distribution and integration mechanism 40 makes it possible to substantially disconnect the engine 22 from the motors MG1 and MG2 and the transmission 60. The first motor shaft 46 that can be connected to the sun gear 41 of the power distribution and integration mechanism 40 via the clutch C0 is further extended from the motor MG1 to the side opposite to the engine 22 (rear side of the vehicle). 60. A carrier shaft (connection shaft) 45a extends from the carrier 45 of the power distribution and integration mechanism 40 through the hollow sun gear shaft 41a and the first motor shaft 46 on the opposite side (rear side of the vehicle) from the engine 22; This carrier shaft 45 a is also connected to the transmission 60. Accordingly, in the embodiment, the power distribution and integration mechanism 40 is disposed coaxially with the motors MG1 and MG2 between the motor MG1 and the motor MG2 disposed coaxially with each other, and the engine 22 is disposed coaxially with the motor MG2. At the same time, the transmission 60 is opposed to the transmission 60 with the power distribution and integration mechanism 40 interposed therebetween. In other words, in the embodiment, the constituent elements of the power output device such as the engine 22, the motors MG1 and MG2, the power distribution integration mechanism 40, and the transmission 60 are the engine 22, the motor MG2, the power distribution integration mechanism 40, and the motor MG1 from the front of the vehicle. The transmissions 60 are arranged in this order. As a result, the power output apparatus can be made compact and excellent in mountability and suitable for the hybrid vehicle 20 that travels mainly by driving the rear wheels.

  The transmission 60 is configured as a parallel-shaft automatic transmission capable of setting a shift state (speed ratio) in a plurality of stages, and includes a first counter drive gear 61a and a first counter driven gear 61b that constitute a first gear train. The second counter drive gear 62a and the second counter driven gear 62b constituting the second speed gear train, the third counter drive gear 63a and the third counter driven gear 63b constituting the third speed gear train, and the fourth constituting the fourth speed gear train. The counter drive gear 64a and the fourth counter driven gear 64b, the counter shaft 65 to which the counter driven gears 61b to 64b and the gear 65b are fixed, the clutches C1 and C2, the gear 66a attached to the drive shaft 67, a reverse gear train (not shown), etc. (Hereinafter referred to as “1-speed to 4-speed gear train” as appropriate) Referred to as "gear train", referred to as a "counter drive gear" and "counter driven gear" and simply "gear") to. In the transmission 60 of the embodiment, the gear ratio G (1) of the first speed gear train is the largest, and the gear ratio G (n) increases as the shift to the second speed gear train, the third speed gear train, and the fourth speed gear train is performed. Becomes smaller.

  As shown in FIG. 1, the first gear 61a of the first-speed gear train is held on a carrier shaft 45a extended from a carrier 45 that is a first element of the power distribution and integration mechanism 40 so as to be rotatable and non-movable in the axial direction. It is always meshed with the first gear 61b fixed to the counter shaft 65. Similarly, the third gear 63a of the third gear train is also held on the carrier shaft 45a so as to be rotatable and immovable in the axial direction, and is always meshed with the third gear 63b fixed to the counter shaft 65. In the embodiment, either the first gear 61a (first speed gear train) or the third gear 63a (third speed gear train) is placed on the carrier shaft 45a side (counter drive gear side) with respect to the carrier shaft 45a. A clutch C1 is provided that can be fixed selectively and can rotate (release) both the first gear 61a and the third gear 63a relative to the carrier shaft 45a. In the embodiment, the clutch C1 includes, for example, any one of an engaging portion fixed to the carrier shaft 45a, an engaging portion fixed to the first gear 61a, and an engaging portion fixed to the third gear 63a. The dog clutch is configured to include a movable engagement member that is moved forward and backward in the axial direction of the sun gear shaft 41a and the like by an electromagnetic, electric, or hydraulic actuator 91 so as to be coupled. The gears 61a and 61b of the first gear train and the gears 63a and 63b of the third gear train and the clutch C1 constitute a first transmission mechanism of the transmission 60. The second gear 62a of the second gear train is rotatable and non-movable in the axial direction to the first motor shaft 46 that can be connected to the sun gear 41, which is the second element of the power distribution and integration mechanism 40, via the clutch C0. It is held and always meshed with the second gear 62 b fixed to the counter shaft 65. Similarly, the fourth gear 64a of the fourth-speed gear train is also held on the first motor shaft 46 so as to be rotatable and axially immovable, and is always meshed with the fourth gear 64b fixed to the counter shaft 65. . In the embodiment, either the second gear 62a (second gear train) or the fourth gear 64a (fourth gear train) is connected to the first motor shaft 46 side (counter drive gear side). A clutch C2 that is selectively fixed with respect to 46 and that can rotate (release) both the second gear 62a and the fourth gear 64a with respect to the first motor shaft 46 is disposed. In the embodiment, the clutch C1 is, for example, one of an engaging portion fixed to the first motor shaft 46, an engaging portion fixed to the second gear 62a, and an engaging portion fixed to the fourth gear 64a. Is configured as a dog clutch including a movable engagement member that is moved back and forth in the axial direction of the first motor shaft 46 and the like by an electromagnetic, electric, or hydraulic actuator 92. The gears 62a and 62b of the second gear train and the gears 64a and 64b of the fourth gear train and the clutch C2 constitute a second transmission mechanism of the transmission 60.

  The power transmitted from the carrier shaft 45a or the first motor shaft 46 to the counter shaft 65 is gears 65b and 66a (in the embodiment, the gear ratio between the gears 65a and 66a is assumed to be 1: 1). To the drive shaft 67, and finally output to the rear wheels 69a and 69b as drive wheels via the differential gear 68. As in the transmission 60 of the embodiment, by providing the clutches C1 and C2 on the carrier shaft 45a and the first motor shaft 46 side, the gears 61a to 64a are connected to the carrier shaft 45a or the first motor shaft by the clutches C1 and C2. It becomes possible to reduce the loss at the time of fixing to 46. That is, although it depends on the ratio of the number of teeth in each gear train, the second speed change mechanism including a 4-speed gear train having a particularly small speed reduction ratio idles before being fixed to the first motor shaft 46 by the clutch C2. The number of rotations of the gears 64a is lower than the corresponding number of rotations of the gears 64b on the countershaft 65 side. Therefore, if at least the clutch C2 is provided on the first motor shaft 46 side, The dog of the motor shaft 46 can be engaged with less loss. Note that the clutch C1 may be provided on the countershaft 65 side for the first transmission mechanism including the first gear train having a large reduction ratio.

  According to the transmission 60 configured as described above, the clutch C2 is disengaged, and either the first gear 61a (first speed gear train) or the third gear 63a (third speed gear train) is operated by the clutch C1. If one is fixed to the carrier shaft 45a, the power from the carrier shaft 45a is transferred to the drive shaft 67 via the first gear 61a (first speed gear train) or the third gear 63a (third speed gear train) and the counter shaft 65. Can communicate. In addition, the clutch C0 is engaged and the clutch C1 is released, and either the second gear 62a (second gear train) or the fourth gear 64a (fourth gear train) is connected to the first motor shaft 46 by the clutch C2. If fixed, the power from the first motor shaft 46 can be transmitted to the drive shaft 67 via the second gear 62a (second gear train) or the fourth gear 64a (fourth gear train) and the counter shaft 65. it can. Hereinafter, the state in which power is transmitted using the first speed gear train is referred to as “first speed change state (first speed)”, and the state in which power is transmitted using the second speed gear train is referred to as “second speed change state (second speed). ) ”, A state in which power is transmitted using a third gear train is referred to as“ third gear shift state (third gear) ”, and a state in which power is transmitted using a fourth gear gear train is referred to as“ fourth gear shift state (fourth gear speed). ) ".

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 that stores various processing programs, a RAM 76 that temporarily stores data, and a timing process according to a timing command. A timer 78 to be executed, an input / output port, a communication port, and the like (not shown) are provided. The hybrid ECU 70 also receives an ignition signal from an ignition switch (start switch) 80, a shift position SP from a shift position sensor 82 that detects a shift position SP that is an operation position of the shift lever 81, and a depression amount of an accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84 to be detected, the brake pedal position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, and the vehicle speed V from the vehicle speed sensor 87 are input via the input port. The Further, as described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 30, and the battery ECU 36 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 30, and the battery ECU 36. . Further, the actuators 90 to 92 of the clutch C0 and the clutches C1 and C2 of the transmission 60 are also controlled by the hybrid ECU 70.

  Next, an outline of the operation of the hybrid vehicle 20 will be described with reference to FIGS. 2 to 8, the S axis represents the rotation speed of the sun gear 41 of the power distribution and integration mechanism 40 (the rotation speed Nm1 of the motor MG1, that is, the first motor shaft 46), and the R axis represents the ring gear 42 of the power distribution and integration mechanism 40. , And the C-axis indicates the rotational speed of the carrier 45 (carrier shaft 45a) of the power distribution and integration mechanism 40, respectively. The 61a axis to 64a axis, the 65 axis, and the 67 axis indicate the rotational speeds of the first gear 61a to the fourth gear 64a, the counter shaft 65, and the drive shaft 67 of the transmission 60, respectively.

  In the hybrid vehicle 20 described above, when traveling with the engagement of the clutch C0 and the operation of the engine 22, the clutch C2 is released and the first gear 61a (first gear train) is fixed to the carrier shaft 45a by the clutch C1. Then, as shown in FIG. 2, the power from the carrier shaft 45a is based on the gear ratio G (1) of the first speed gear train (first gears 61a, 61b) under the first speed change state (first speed). Then, the speed can be changed (decelerated) and output to the drive shaft 67. In addition, the first gear shaft (sun gear 41) and the second gear 62b fixed to the counter shaft 65 and the second gear 62b are always in accordance with the change in the vehicle speed V (the rotational speed of the drive shaft 67) under the first speed change state. If the meshed second gear 62a is rotationally synchronized, as shown in FIG. 3, the first gear 61a (first gear train) is fixed to the carrier shaft 45a by the clutch C1 and the second gear 62a is secured by the clutch C2. The gear 62a (second speed gear train) can be fixed to the first motor shaft 46. Hereinafter, the carrier 45 that is the first element of the power distribution and integration mechanism 40 is attached to the drive shaft 67 by the first-speed gear train of the transmission 60 and the sun gear 41 that is the second element is attached to the drive shaft 67 by the second-speed gear train of the transmission 60. The connected state (FIG. 3) is referred to as “1-2 speed simultaneous engagement state” or “first simultaneous engagement state”. If the torque command for the motors MG1 and MG2 is set to a value of 0 under such a first-second speed simultaneous engagement state, the power (torque) from the engine 22 is converted to electric energy without conversion to electric energy. The first fixed speed ratio γ1 (= (1−ρ) · G (1) + ρ · G (2)) which is a value between the gear ratio G (1) and the gear ratio G (2) of the second gear train. Thus, it can be transmitted mechanically (directly) to the drive shaft 67. The rotational speeds of the sun gear 41 (motor MG1), the ring gear 42 (engine 22), and the carrier 45 (motor MG2) of the power distribution and integration mechanism 40 when such a first-second speed simultaneous engagement state is realized are as follows: For each rotation number 67 (vehicle speed V), the speed is determined based on the gear ratios G (1) and G (2) of the transmission 60 and the gear ratio ρ of the power distribution and integration mechanism 40. If the clutch C1 is released under the first-second speed simultaneous engagement state shown in FIG. 3, the second gear 62a (second-speed gear train) is caused by the clutch C2, as shown by a two-dot chain line in FIG. ) Are fixed to the first motor shaft 46 (sun gear 41), and the power from the first motor shaft 46 is transmitted to the second gear train (second gear 62a) under the second speed change state (second gear). , 62b) based on the gear ratio G (2) and can be output to the drive shaft 67.

  Similarly, under the second speed change state, according to the change of the vehicle speed V, the third gear 63a that is always meshed with the carrier shaft 45a (carrier 45) and the third gear 63b fixed to the counter shaft 65; 5, the second gear 62a (second gear train) is fixed to the first motor shaft 46 by the clutch C2, and the third gear 63a (third gear train) is fixed by the clutch C1, as shown in FIG. ) Can be fixed to the carrier shaft 45a. Hereinafter, the sun gear 41, which is the second element of the power distribution and integration mechanism 40, is attached to the drive shaft 67 by the second speed gear train of the transmission 60, and the carrier 45, which is the first element, is attached to the drive shaft 67 by the third speed gear train of the transmission 60. The connected state (FIG. 5) is referred to as “2nd-3rd simultaneous engagement state” or “second simultaneous engagement state”. Even in such a 2-3 speed simultaneous engagement state, if the torque command for the motors MG1 and MG2 is set to a value of 0, the power (torque) from the engine 22 is converted to electric energy without conversion to electrical energy. The second fixed speed ratio γ2 (= ρ · G (2) + (1−ρ) · G (3), which is a value between the gear ratio G (2) and the gear ratio G (3) of the second gear train. ) Can be transmitted mechanically (directly) to the drive shaft 67. The rotational speeds of the sun gear 41 (motor MG1), the ring gear 42 (engine 22), and the carrier 45 (motor MG2) of the power distribution and integration mechanism 40 when the 2-3 speed simultaneous engagement state is realized are as follows. For each rotation number 67 (vehicle speed V), the speed is determined based on the gear ratios G (2) and G (3) of the transmission 60 and the gear ratio ρ of the power distribution and integration mechanism 40. Then, if the clutch C2 is released under the 2-3rd speed simultaneous engagement state shown in FIG. 5, the third gear 63a (third speed gear train) is caused by the clutch C1 as shown by a one-dot chain line in FIG. Only the carrier shaft 45a (carrier 45) is fixed, and the power from the carrier shaft 45a is transferred to the gear of the third gear train (third gears 63a and 63b) under the third speed change state (third gear). The speed can be changed based on the ratio G (3) and output to the drive shaft 67.

  Further, under the third speed change state, the fourth gear 64a is always meshed with the first motor shaft 46 (sun gear 41) and the fourth gear 64b fixed to the counter shaft 65 in accordance with the change in the vehicle speed V. As shown in FIG. 7, the third gear 63a (third speed gear train) is fixed to the carrier shaft 45a by the clutch C1, and the fourth gear 64a (fourth gear train) is used by the clutch C2. Can be fixed to the first motor shaft 46. Hereinafter, the carrier 45, which is the first element of the power distribution and integration mechanism 40, is connected to the drive shaft 67 by the third speed gear train of the transmission 60, and the sun gear 41, which is the second element, is attached to the drive shaft 67 by the fourth speed gear train of the transmission 60. The connected state (FIG. 7) is referred to as “3-4 speed simultaneous engagement state” or “third simultaneous engagement state”. Even in such a 3-4 speed simultaneous engagement state, if the torque command for the motors MG1 and MG2 is set to a value of 0, the power (torque) from the engine 22 is converted into electric energy without conversion to electrical energy. The third fixed speed ratio γ3 (= (1−ρ) · G (3) + ρ · G (4)), which is a value between the gear ratio G (3) and the gear ratio G (4) of the fourth gear train. Thus, it can be transmitted mechanically (directly) to the drive shaft 67. The rotational speeds of the sun gear 41 (motor MG1), the ring gear 42 (engine 22), and the carrier 45 (motor MG2) of the power distribution and integration mechanism 40 when such a 3-4 speed simultaneous engagement state is realized are as follows: For each rotation number 67 (vehicle speed V), the speed is determined based on the gear ratios G (3) and G (4) of the transmission 60 and the gear ratio ρ of the power distribution and integration mechanism 40. Then, if the clutch C1 is released under the 3-4 speed simultaneous engagement state shown in FIG. 7, the fourth gear 64a (fourth speed gear train) is caused by the clutch C2, as shown by a two-dot chain line in FIG. ) Is fixed to the first motor shaft 46 (sun gear 41), and the power from the first motor shaft 46 is transmitted to the fourth speed gear train (fourth gear 64a) under the fourth speed change state (fourth speed). , 64 b), the speed can be changed based on the gear ratio G (4) and output to the drive shaft 67.

  When the hybrid vehicle 20 is driven while the engine 22 is operated as described above, when the transmission 60 is set to the first or third shift state, the carrier 45 of the power distribution and integration mechanism 40 serves as an output element. Thus, it is possible to drive and control the motors MG1 and MG2 so that the motor MG2 connected to the carrier 45 functions as an electric motor and the motor MG1 connected to the sun gear 41 serving as a reaction force element functions as a generator. Become. At this time, the power distribution and integration mechanism 40 distributes the power from the engine 22 input via the ring gear 42 to the sun gear 41 side and the carrier 45 side according to the gear ratio ρ, and the power from the engine 22 The power from the motor MG2 functioning as an electric motor is integrated and output to the carrier 45 side. Hereinafter, a mode in which the motor MG1 functions as a generator and the motor MG2 functions as an electric motor is referred to as a “first torque conversion mode”. Under the first torque conversion mode, the power from the engine 22 is torque-converted by the power distribution and integration mechanism 40 and the motors MG1 and MG2 and output to the carrier 45, and by controlling the rotation speed of the motor MG1, The ratio between the rotational speed Ne of the engine 22 and the rotational speed of the carrier 45 that is an output element can be continuously and continuously changed. FIG. 9 shows an example of a collinear diagram showing the relationship between the rotation speed and torque in each element of the power distribution and integration mechanism 40 in the first torque conversion mode. 9, the S axis, the R axis, and the C axis are the same as those in FIGS. 2 to 8, respectively, and ρ is the gear ratio of the power distribution and integration mechanism 40 (the number of teeth of the sun gear 41 / the number of teeth of the ring gear 42). The thick arrows on each axis indicate the torque acting on the corresponding element. Further, in FIG. 9, the rotation speeds on the S axis, R axis, and C axis are positive values above the 0 axis (horizontal axis) and negative values below. Further, in FIG. 9, the thick arrow indicates the torque acting on each element. When the arrow is upward in the figure, the torque value is positive, and when the arrow is downward in the figure, the torque value is Is negative (the same applies to FIGS. 2 to 8, 10 and 11).

  Further, when the hybrid vehicle 20 is driven while the engine 22 is operated, when the transmission 60 is set to the second or fourth shift state, the sun gear 41 of the power distribution and integration mechanism 40 serves as an output element. It becomes possible to drive and control the motors MG1 and MG2 so that the motor MG1 connected to the sun gear 41 functions as an electric motor and the motor MG2 connected to the carrier 45 serving as a reaction force element functions as a generator. At this time, the power distribution and integration mechanism 40 distributes the power from the engine 22 input via the ring gear 42 to the sun gear 41 side and the carrier 45 side according to the gear ratio ρ, and the power from the engine 22 The power from the motor MG1 functioning as an electric motor is integrated and output to the sun gear 41 side. Hereinafter, a mode in which the motor MG2 functions as a generator and the motor MG1 functions as an electric motor is referred to as a “second torque conversion mode”. Under the second torque conversion mode, the power from the engine 22 is torque-converted by the power distribution and integration mechanism 40 and the motors MG1 and MG2 and output to the sun gear 41, thereby controlling the rotational speed of the motor MG2. The ratio between the rotational speed Ne of the engine 22 and the rotational speed of the sun gear 41 as an output element can be continuously and continuously changed. FIG. 10 shows an example of a collinear diagram showing the relationship between the rotational speed and torque in each element of the power distribution and integration mechanism 40 in the second torque conversion mode.

  As described above, in the hybrid vehicle 20 of the embodiment, the first torque conversion mode and the second torque conversion mode are alternately switched in accordance with the change in the speed change state (speed ratio) of the transmission 60, so that it functions particularly as an electric motor. When the rotational speed Nm2 or Nm1 of the motor MG2 or MG1 to be increased increases, the rotational speed Nm1 or Nm2 of the motor MG1 or MG2 functioning as a generator can be prevented from having a negative value. Therefore, in the hybrid vehicle 20, the motor MG2 generates power and uses the motor MG2 by using a part of the power output to the carrier shaft 45a when the rotation speed of the motor MG1 becomes negative under the first torque conversion mode. Is output to the first motor shaft 46 as the motor MG1 consumes the electric power generated by the motor MG1 to output power and the motor MG2 becomes negative in the second torque conversion mode. It is possible to suppress the occurrence of power circulation in which the motor MG1 generates power using a part of the motive power and the motor MG2 consumes the electric power generated by the motor MG1 and outputs the power. The power transmission efficiency can be improved. Moreover, since the maximum number of rotations of the motors MG1 and MG2 can be suppressed along with such suppression of power circulation, the motors MG1 and MG2 can be downsized. Furthermore, in the hybrid vehicle 20, the gear ratio (fixed gear ratio γ (1)) inherent to each of the above-described 1-2 speed simultaneous engagement state, 2-3 speed simultaneous engagement state, and 3-4 speed simultaneous engagement state. ˜γ (3)), the power from the engine 22 can be mechanically (directly) transmitted to the drive shaft 67, so the power is mechanically transmitted from the engine 22 to the drive shaft 67 without conversion to electric energy. Therefore, the power transmission efficiency can be further improved in a wider range of operation. Generally, in a power output device using an engine, two electric motors, and a differential rotation mechanism such as a planetary gear mechanism, the engine power is converted into electric energy when the reduction ratio between the engine and the drive shaft is relatively large. Since the power transmission efficiency deteriorates and the motors MG1 and MG2 tend to generate heat, the simultaneous engagement mode described above particularly compares the reduction ratio between the engine 22 and the drive shaft. This is advantageous when it is large.

  Subsequently, referring to FIG. 11 and the like, in the motor traveling mode in which the power is output to the motor MG1 and the motor MG2 using the electric power from the battery 35 in a state where the engine 22 is stopped, thereby causing the hybrid vehicle 20 to travel. An outline will be described. In the hybrid vehicle 20 of the embodiment, the motor travel mode is roughly divided into a clutch engagement 1 motor travel mode, a clutch release 1 motor travel mode, and a 2 motor travel mode. When the clutch engagement 1-motor running mode is executed, the first gear 61a of the first gear train or the third gear 63a of the third gear train of the transmission 60 is connected to the carrier shaft 45a with the clutch C0 engaged. Either the motor MG2 is fixed and power is output only, or the second gear 62a of the second gear train or the fourth gear 64a of the fourth gear train is fixed to the first motor shaft 46 and only the motor MG1 is powered. Is output. Under the clutch engagement 1 motor traveling mode, the sun gear 41 of the power distribution and integration mechanism 40 and the first motor shaft 46 are connected by the clutch C0, so that the motor MG1 or MG2 not outputting power is Is rotated by the motor MG2 or MG1 that outputs (see the broken line in FIG. 11). Further, when executing the clutch disengagement 1 motor traveling mode, the clutch C0 is disengaged and the first gear 61a of the first speed gear train or the third gear 63a of the third speed gear train of the transmission 60 is used as the carrier. The motor is output to only the motor MG2 by being fixed to the shaft 45a, or the second gear 62a of the second speed gear train or the fourth gear 64a of the fourth speed gear train of the transmission 60 is fixed to the first motor shaft 46. Only MG1 outputs power. Under the clutch release 1 motor traveling mode, the clutch C0 is disengaged and the connection between the sun gear 41 and the first motor shaft 46 is released as shown by the one-dot chain line and the two-dot chain line in FIG. The rotation of the crankshaft 26 of the engine 22 stopped by the function of the power distribution and integration mechanism 40 is avoided, and the rotation of the motor MG1 or MG2 stopped by the clutch C2 or C1 being released is prevented. This can avoid the reduction in power transmission efficiency. Further, when the two-motor traveling mode is executed, the clutch C0 is disengaged and the transmission 60 is engaged with the above-described 1-2th speed simultaneous engagement state and the 2-3rd speed simultaneous engagement using the clutches C1 and C2. After setting the state or the 3-4 speed simultaneous engagement state, at least one of the motors MG1 and MG2 is driven and controlled. As a result, it is possible to output power from both the motors MG1 and MG2 while avoiding the rotation of the engine 22, and to transmit a large amount of power to the drive shaft 67 under the motor traveling mode. Can be executed satisfactorily, and the towing performance during motor running can be ensured.

  In the hybrid vehicle 20 of the embodiment, when the clutch release 1-motor running mode is selected, the speed change state (speed ratio) of the transmission 60 is easily changed so that power is efficiently transmitted to the drive shaft 67. be able to. For example, the first gear 61a of the first-speed gear train or the third gear 63a of the third-speed gear train of the transmission 60 is fixed to the carrier shaft 45a and power is supplied only to the motor MG2 under the clutch release 1 motor travel mode. While outputting, the rotational speed of the stopped motor MG1 is synchronized with the rotational speed of the second gear 62a of the second gear train or the fourth gear 64a of the fourth gear train, and the second gear is driven by the clutch C2. If 62a or the fourth gear 64a is fixed to the first motor shaft 46, one of the above-mentioned 1-2 speed simultaneous engagement state, 2-3 speed simultaneous engagement state and 3-4 speed simultaneous engagement state, that is, Transition to the two-motor running mode is possible. In this state, if the clutch C1 of the transmission 60 is disengaged and power is output only to the motor MG1, the power output by the motor MG1 is transmitted to the second speed gear train or the fourth speed gear train of the transmission 60. Via the drive shaft 67. As a result, in the hybrid vehicle 20 of the embodiment, the torque can be amplified by shifting the rotation speed of the carrier shaft 45a and the first motor shaft 46 using the transmission 60 even in the motor travel mode. The maximum torque required for the motors MG1 and MG2 can be reduced, and the motors MG1 and MG2 can be downsized. Further, when the transmission gear ratio of the transmission 60 is changed during such motor traveling, the simultaneous engagement state of the transmission 60, that is, the two-motor traveling mode is once executed. Thus, the gear ratio can be changed very smoothly and without shock. Note that when the required power increases under these motor travel modes or the remaining capacity SOC of the battery 35 decreases, the power is not output according to the gear ratio of the transmission 60. The cranking of the engine 22 by the motor MG1 or MG2 is executed, thereby starting the engine 22.

  Subsequently, referring to FIGS. 12 to 17, an operation for changing the speed change state (speed ratio) of the transmission 60 when the hybrid vehicle 20 travels with the engagement of the clutch C0 and the operation of the engine 22. Will be described in detail. FIGS. 12 and 13 show drive control executed by the hybrid ECU 70 at predetermined time intervals (for example, every several msec) when the hybrid vehicle 20 travels with the engagement of the clutch C0 and the operation of the engine 22. It is a flowchart which shows an example of a routine.

  At the start of the drive control routine of FIGS. 12 and 13, the CPU 72 of the hybrid ECU 70 determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 87, the rotational speed Ne of the engine 22 (crankshaft 26). , Rotation speeds Nm1 and Nm2 of the motors MG1 and MG2, charge / discharge required power Pb *, input / output limits Win and Wout of the battery 35, and the current speed n of the transmission 60 (however, in the embodiment, n = 1, 2, 3 And the target shift stage number n * (similarly, n * = 1, 2, 3 or 4 in the embodiment) and the value of the simultaneous engagement execution flag Fsec. The data input process necessary for processing is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown), and is input from the engine ECU 24 by communication. The rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are Input from the ECU 30 by communication. Further, the charge / discharge required power Pb * (which is a positive value in discharging in the embodiment), the input limit Win and the output limit Wout of the battery 35 are input from the battery ECU 36 by communication. Further, the current gear stage number n indicates the one provided for the connection between the carrier shaft 45a or the first motor shaft 46 and the drive shaft 67 in the first to fourth gear trains of the transmission 60. This is stored in a predetermined area of the RAM 76 when the carrier shaft 45a or the first motor shaft 46 and the drive shaft 67 are connected via any one of the first to fourth gear trains. Further, the target shift speed n * and the simultaneous engagement execution flag Fsec are set through a shift determination routine (not shown) that is separately executed by the hybrid ECU 70. When executing the shift determination routine, the hybrid ECU 70, for example, the transmission efficiency between the engine 22 and the drive shaft 67, the performance and heat generation state of the motors MG1 and MG2, and the gear ratios G (1) to G (4) of the transmission 60. If the predetermined simultaneous engagement execution condition related to the vehicle speed V (the rotational speed of the drive shaft 67), the accelerator opening degree Acc, etc. determined in advance is considered, the above-described first to third simultaneous engagement states are satisfied. The simultaneous engagement execution flag Fsec, which is set to 0 when the hybrid vehicle 20 is not run under any of the above, is set to 1, and the current speed change is made according to the vehicle speed V, the accelerator opening degree Acc, and the like. One of the value obtained by adding the value 1 to the number of steps n and the value obtained by subtracting the value 1 from the current number of steps n is set as the target number of steps n *. Further, the hybrid ECU 70 is configured such that, for example, the transmission efficiency between the engine 22 and the drive shaft 67, the motor MG1 when the hybrid vehicle 20 is traveling under any of the first to third simultaneous engagement states described above. , Related to vehicle speed V (rotation speed of drive shaft 67), accelerator opening degree Acc, etc. determined in consideration of performance of MG2, heat generation state, gear ratio G (1) to G (4) of transmission 60, etc. When the predetermined simultaneous engagement release condition is satisfied, the above-described simultaneous engagement execution flag Fsec is set to 0, and the carrier 45, the sun gear 41, and the drive shaft are set according to the vehicle speed V, the accelerator opening degree Acc, and the like. The number of gears corresponding to one of the two gear trains of the transmission 60 provided for connection with the gear 67 is set as the target gear number n * and the other is set as the current gear number n.

  After the data input process of step S100, the required torque Tr * to be output to the drive shaft 67 is set based on the input accelerator opening Acc and the vehicle speed V, and the required power Pe * required for the engine 22 is set. (Step S110). In the embodiment, a required torque setting map in which the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr * is determined in advance is stored in the ROM 74. The required torque Tr * is given by the given accelerator opening Acc. And the vehicle speed V are derived and set from the map. FIG. 14 shows an example of the required torque setting map. In the embodiment, the required power Pe * is the product of the required torque Tr * set in step S110 and the vehicle speed V indicating the rotational speed of the drive shaft 67 multiplied by the conversion factor k and the charge / discharge required power Pb. Calculated as the sum of * and loss Ls (mc, el). Here, the loss Ls is the sum of the mechanical loss (indicated by the suffix “mc”) in the power distribution and integration mechanism 40 and the electrical loss (indicated by the suffix “el”) associated with driving of the motors MG1 and MG2. In the embodiment, for example, the required torque Tr * and the shift state of the transmission 60 (first and third shift states, second and fourth shift states, and first to third simultaneous engagement states) ) And a loss derivation map (not shown) that predetermines the relationship between the loss Ls (mc, el) and the loss Ls (mc, el). The one corresponding to the state is derived from the map and used for setting the required power Pe *. A rotational speed sensor for detecting the rotational speed of the drive shaft 67 is provided, and when setting the required power Pe *, the rotational speed of the drive shaft 67 measured instead of the value obtained by multiplying the vehicle speed V by the conversion factor k. May be used. Next, it is determined whether or not the simultaneous engagement execution flag Fsec input in step S100 is 0 (step S120). When the simultaneous engagement execution flag Fsec is 0 and there is no need to change the speed change state (speed ratio) of the transmission 60 (when the simultaneous engagement execution condition is not satisfied), the setting is made in step S110. Based on the requested power Pe *, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S130). Here, the target rotational speed Ne * and the target torque Te * are set based on a predetermined operation line and the required power Pe * so that the engine 22 can be efficiently operated to further improve fuel efficiency. It was supposed to be. FIG. 15 illustrates an operation line of the engine 22 and a correlation curve (equal power line) between the engine speed Ne and the engine torque Te. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained as an intersection of the operation line and a correlation curve indicating that the required power Pe * (Ne × Te) is constant.

  If the target rotational speed Ne * and the target torque Te * are thus set, whether the current gear stage number n input in step S100 is one of the values 1 to 4 (any one of the 1st to 4th gear trains). Is determined (step S140). When the current gear stage number n is 1 or 3, since the carrier shaft 45a is connected to the drive shaft 67 by the transmission 60, the target rotational speed Ne * set in step S130 and the carrier shaft 45a ( The target rotational speed Nm1 * of the motor MG1 is calculated according to the following equation (1) using the rotational speed (Nm2) of the carrier 45) and the gear ratio ρ of the power distribution and integration mechanism 40, and the calculated target rotational speed Nm1 * Then, the calculation of Expression (2) based on the current rotational speed Nm1 is executed to set the torque command Tm1 * of the motor MG1 (step S150). Here, Expression (1) is a dynamic relational expression for the rotating elements of the power distribution and integration mechanism 40, and can be easily derived from the alignment chart of FIG. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k11” in the second term on the right side is the gain of the proportional term. “K12” in the third term on the right side is the gain of the integral term. Next, the power consumption (generated power) of the motor MG1 obtained as the product of the input / output limits Win and Wout of the battery 35, the torque command Tm1 * of the motor MG1 set in step S150 and the current rotational speed Nm1 of the motor MG1. Is divided by the rotation speed Nm2 of the motor MG2 to calculate torque limits Tmin and Tmax as upper and lower limits of torque that may be output from the motor MG2 (step S160). Further, the torque to be output from the motor MG2 using the required torque Tr *, the torque command Tm1 *, the gear ratio G (n) of the gear train corresponding to the current shift stage number n, and the gear ratio ρ of the power distribution and integration mechanism 40 The temporary motor torque Tm2tmp is calculated according to the equation (3) (step S170). Equation (3) can be easily derived from the alignment chart of FIG. Then, the torque command Tm2 * of the motor MG2 is set by limiting the calculated temporary motor torque Tm2tmp with the torque limits Tmax and Tmin calculated in step S160 (step S180). By setting the torque command Tm2 * of the motor MG2 in this way, the torque output to the carrier shaft 45a can be set as a torque limited within the range of the input / output limits Win and Wout of the battery 35. If the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are sent to the engine ECU 24. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 30 (step S190), and the processes after step S100 are executed again. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * executes control for obtaining the target rotational speed Ne * and the target torque Te *. The motor ECU 30 that has received the torque commands Tm1 * and Tm2 * switches the switching elements of the inverters 31 and 32 so that the motor MG1 is driven according to the torque command Tm1 * and the motor MG2 is driven according to the torque command Tm2 *. Take control.

Nm1 * = 1 / ρ ・ (Ne *-(1-ρ) ・ Nm2) (1)
Tm1 * = -ρ ・ Te * + k11 ・ (Nm1 * -Nm1) + k12 ・ ∫ (Nm1 * -Nm1) dt (2)
Tm2tmp = Tr * / G (n) + (1-ρ) / ρ · Tm1 * (3)

  When the current gear stage number n is 2 or 4, since the first motor shaft 46 is connected to the drive shaft 67 by the transmission 60, the target rotational speed Ne * set in step S130 and Using the rotational speed Nm1 of the motor MG1 that matches the rotational speed of the first motor shaft 46 (sun gear 41) and the gear ratio ρ of the power distribution and integration mechanism 40, the target rotational speed Nm2 * of the motor MG2 is calculated according to the following equation (4). After the calculation, the calculation of Expression (5) based on the calculated target rotational speed Nm2 * and the current rotational speed Nm2 is executed to set the torque command Tm2 * of the motor MG2 (step S200). Here, Expression (4) is also a dynamic relational expression for the rotating element of the power distribution and integration mechanism 40, and can be easily derived from the nomogram of FIG. Expression (5) is a relational expression in feedback control for rotating the motor MG2 at the target rotational speed Nm2 *. In Expression (5), “k21” in the second term on the right side is the gain of the proportional term. “K22” in the third term on the right side is the gain of the integral term. Next, the power consumption (generated power) of the motor MG2 obtained as the product of the input / output limits Win and Wout of the battery 35, the torque command Tm2 * of the motor MG2 set in step S200, and the current rotational speed Nm2 of the motor MG2. And the torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG1 are calculated (step S210). Further, the torque to be output from the motor MG1 using the required torque Tr *, the torque command Tm2 *, the gear ratio G (n) of the gear train corresponding to the current speed n, and the gear ratio ρ of the power distribution and integration mechanism 40 The temporary motor torque Tm1tmp is calculated according to the equation (6) (step S220). Equation (6) can be easily derived from the alignment chart of FIG. The torque command Tm1 * of the motor MG1 is set by limiting the calculated temporary motor torque Tm1tmp with the torque limits Tmax and Tmin calculated in step S210 (step S230). By setting the torque command Tm1 * of the motor MG1 in this way, the torque output to the first motor shaft 46 can be set as a torque that is limited within the range of the input / output limits Win and Wout of the battery 35. If the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are sent to the engine ECU 24. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 30 (step S190), and the processes after step S100 are executed again.

Nm2 * = (Ne * -ρ ・ Nm1) / (1-ρ) (4)
Tm2 * =-(1-ρ) ・ Te * + k21 ・ (Nm2 * -Nm2) + k22 ・ ∫ (Nm2 * -Nm2) dt (5)
Tm1tmp = Tr * / G (n) + ρ / (1-ρ) · Tm2 * (6)

  On the other hand, if it is determined in step S120 that the simultaneous engagement execution flag Fsec is 1 and the gear shift state of the transmission 60 should be set to one of the first to third simultaneous engagement states (simultaneous). When the engagement execution connection condition is satisfied), as shown in FIG. 13, the current shift stage number n input in step S100 is any one of values 1 to 4 (any one of the first to fourth gear trains). It is determined whether there is (step S240). If the current gear stage number n is 1 or 3, it is determined whether or not the predetermined flag F is 0 (step S250). If the flag F is 0, the flag F is set to 1. After setting (step S260), as shown in the figure, the gear ratio ρ of the power distribution and integration mechanism 40, the gear ratio G (n) of the gear train corresponding to the current gear stage number n, and the gear train corresponding to the target gear stage number n *. N-th fixed speed ratio γ (N) is calculated based on the gear ratio G (n *) (step S270). Here, the value “N” is any one of values 1 to 3 determined from the current speed n and the target speed n * in the embodiment. For example, if n = 1 and n * = 2, N = For example, if n = 4 and n * = 3, N = 3. If the Nth fixed gear ratio γ (N) is calculated in step S270, the flag F is set to a value of 1 in step S260. Therefore, after the next execution of this routine, in step S250. A negative determination is made, and the processing of steps S260 and S270 is skipped. Then, after the process of step S270 or S250, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S280). In step S280, based on the fact that the current shift stage number n is 1 or 3 and the carrier 45 (carrier shaft 45) corresponding to the motor MG2 is connected to the drive shaft 67 by the transmission 60, the drive shaft 67 is connected. The engine speed of the engine 22 under the Nth simultaneous engagement state corresponding to the engine speed (vehicle speed V) is set as the target engine speed Ne *. That is, in step S280, the value obtained by dividing the rotational speed of the motor MG2 input in step S100 by the gear ratio G (n) of the gear train corresponding to the current gear stage number n (the rotational speed of the drive shaft 67) and step S270. The product value calculated with the Nth fixed speed ratio γ (N) is set as the target rotational speed Ne * of the engine 22. Furthermore, in step S280, the smaller of the value obtained by dividing the required power Pe * set in step S110 by the target rotational speed Ne * and the rated torque Temax of the engine 22 is set as the target torque Te * of the engine 22.

  Next, after calculating the rotation speed of the motor MG1 under the Nth simultaneous engagement state corresponding to the rotation speed (vehicle speed V) of the drive shaft 67 as the target rotation speed Nm1 *, the first motor shaft 46 (sun gear) 41) and the torque command Tm1 * for the motor MG1 is set according to the above equation (2) in order to synchronize the rotation of the second or fourth gear 62a or 64a of the second gear or the fourth gear corresponding to the target speed n *. (Step S290). The target rotational speed Nm1 * is a value obtained by dividing the rotational speed Nm2 of the motor MG2 input in step S100 by the gear ratio G (n) of the gear train corresponding to the current shift speed n (the rotational speed of the drive shaft 67). Is multiplied by the gear ratio G (n *) of the gear train corresponding to the target speed n *. Further, the processes of steps S300 to S320, which are the same processes as steps S160 to S180 described above, are executed to set the torque command Tm2 * for the motor MG2, and the target rotational speed Ne * and the target torque Te * of the engine 22 are set to Torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to ECU 24 to motor ECU 30 (step S330). If the data transmission process of step S330 is executed, it is determined whether or not the absolute value of the deviation between the rotational speed Nm1 of the motor MG1 and the target rotational speed Nm1 * input in step S100 is equal to or less than a predetermined value α. However, if the absolute value of the deviation exceeds the predetermined value α, the processing after step S100 is executed again. On the other hand, if the absolute value of the deviation is less than or equal to the predetermined value α, the second or fourth gear train of the second gear or the fourth gear corresponding to the first motor shaft 46 (sun gear 41) and the target speed n *. The clutch is such that the second or fourth gear 62a or 64a (second gear train or fourth gear train) is fixed (engaged) to the first motor shaft 46, assuming that the gear 62a or 64a is rotationally synchronized. A command signal is transmitted to the actuator 92 of C2, and the flag F is set to 0 (step S350), and this routine is terminated. The predetermined value α is determined in advance as small as it can be considered that the rotational speed Nm1 and the target rotational speed Nm1 * are substantially matched.

  If the current gear stage number n is 2 or 4, it is determined whether or not the predetermined flag F is 0 (step S360). If the flag F is 0, the flag F is set to a value. After setting to 1 (step S370), as shown in the figure, the gear ratio G (n) of the gear train corresponding to the gear ratio ρ of the power distribution and integration mechanism 40 and the current speed n, and the target speed n * Based on the gear ratio G (n *) of the gear train, an Nth fixed speed ratio γ (N) is calculated (step S380). Then, after the process of step S360 or S380, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S390). In step S390, based on the fact that the current gear stage number n is 2 or 4 and the transmission 60 connects the sun gear 41 (first motor shaft 46) corresponding to the motor MG1 and the drive shaft 67, the drive shaft The rotational speed of the engine 22 under the Nth simultaneous engagement state corresponding to the rotational speed 67 (vehicle speed V) is set as the target rotational speed Ne *. That is, in step S390, the value obtained by dividing the rotational speed of the motor MG1 input in step S100 by the gear ratio G (n) of the gear train corresponding to the current gear stage number n (the rotational speed of the drive shaft 67) and step S380. The product value calculated with the Nth fixed speed ratio γ (N) is set as the target rotational speed Ne * of the engine 22. Furthermore, in step S390, the smaller of the value obtained by dividing the required power Pe * set in step S110 by the target rotational speed Ne * and the rated torque Temax of the engine 22 is set as the target torque Te * of the engine 22.

  Next, after calculating the rotation speed of the motor MG2 under the Nth simultaneous engagement state corresponding to the rotation speed (vehicle speed V) of the drive shaft 67 as the target rotation speed Nm2 *, the carrier shaft 45a (carrier 45) And a torque command Tm2 * for the motor MG2 is set according to the above equation (5) in order to synchronize the rotation of the first gear or the third gear 61a or 63a of the first gear or the third gear corresponding to the target speed n *. Step S400). The target rotational speed Nm2 * is a value obtained by dividing the rotational speed Nm1 of the motor MG1 input in step S100 by the gear ratio G (n) of the gear train corresponding to the current shift speed n (the rotational speed of the drive shaft 67). Is multiplied by the gear ratio G (n *) of the gear train corresponding to the target speed n *. Further, the processes of steps S410 to S430, which are the same processes as steps S210 to S230 described above, are executed to set the torque command Tm1 * for the motor MG1, and the target rotational speed Ne * and the target torque Te * of the engine 22 are set to the engine. Torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the ECU 24 to the motor ECU 30 (step S440). Then, if the data transmission process of step S440 is executed, it is determined whether or not the absolute value of the deviation between the rotational speed Nm2 of the motor MG2 input in step S100 and the target rotational speed Nm2 * is equal to or less than a predetermined value α. However, if the absolute value of the deviation exceeds the predetermined value α, the processing after step S100 is executed again. If the absolute value of the deviation is equal to or less than the predetermined value α, the first or third gear 61a or 63a of the first gear or the third gear train corresponding to the carrier shaft 45a (carrier 45) and the target speed n = The first or third gear 61a or 63a (first gear train or third gear train) is fixed (engaged) to the first motor shaft 46 so that the actuator 91 of the clutch C1 is The command signal is transmitted and the flag F is set to 0 (step S350), and this routine is terminated.

  As described above, the engine 22 is operated in a state where one of the carrier shaft 45a and the first motor shaft 46 is connected to the drive shaft 67 by the transmission 60, and the motors MG1 and MG2 are being driven and controlled. When the simultaneous engagement execution flag Fsec is set to the value 1, the other of the sun gear 41 (first motor shaft 46) and the carrier 45 (carrier shaft 45a) that has not been connected to the drive shaft 67 by the transmission 60 until then. The rotational speed Nm1 or Nm2 of the motor MG1 or MG2 corresponding to the target rotational speed Nm1 * or Nm2 based on the gear ratio G (1) to G (4) of the transmission 60 and the rotational speed (vehicle speed V) of the drive shaft 67. * After the rotation speed adjustment process (steps S240 to S340, or S240 and S360 to S450) to be matched with * is executed, the transmission 60 Connecting the other and the drive shaft 67 of the carrier shaft 45a and the first motor shaft 46 by (step S350) is executed. As a result, the carrier shaft 45a or the first motor shaft 46 and the drive shaft 67 are connected to each other with the gear train corresponding to the current gear stage number n, and the first motor shaft 46 or the carrier with the gear train corresponding to the target gear stage number n *. The shaft 45a and the drive shaft 67 are more appropriately connected while suppressing the occurrence of a shock, so that the Nth simultaneous engagement state corresponding to the current shift speed number n and the target shift speed number n * can be realized. . Then, after the drive control routine of FIG. 12 and FIG. 13 is completed through the process of step S350, the motor torque adjustment routine shown in FIG. 16 is executed by the hybrid ECU 70.

  Next, the motor torque adjustment routine of FIG. 16 will be described. At the start of the motor torque adjustment routine, the hybrid ECU 70 performs the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 87, the rotational speed Ne of the engine 22, as in step S100 of FIG. Input processing of data necessary for control such as the rotational speeds Nm1, Nm2, the current gear stage number n, and the target gear stage number n * of the motors MG1, MG2 is executed (step S500), and the required torque is substantially the same as in step S110 of FIG. After setting Tr *, the engine 22 is the sum of the product of the set required torque Tr * and the vehicle speed V indicating the rotational speed of the drive shaft 67 multiplied by the conversion coefficient k and the loss Ls (mc, el). Is set to the required power Pe * (step S510). Here, when the hybrid vehicle 20 is driven under any of the first to third simultaneous engagement states, the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are basically set to the value 0 as described above. Therefore, in this case, the ratio of torque conversion by the motors MG1 and MG2 becomes small (becomes zero). For this reason, in this routine for driving the hybrid vehicle 20 in any of the first to third simultaneous engagement states, when setting the required power Pe * for the engine 22 in step S510, the motor Only the mechanical loss (indicated as “Ls (mc)” in the figure) in the power distribution and integration mechanism 40 is considered on the assumption that the electrical loss due to driving of MG1 and MG2 is zero. Next, the engine speed Ne inputted in step S500 is set as the target engine speed Ne * of the engine 22, and the required power Pe * set in step S510 is divided by the target engine speed Ne * (= Ne). The smaller of the calculated value and the rated torque Temax of the engine 22 is set as the target torque Te * of the engine 22 (step S520). Further, it is determined whether or not the predetermined flag Fx is 0 (step S530). If the flag Fx is 0, the timer 78 is turned on and the flag Fx is set to 1 (step S540). If the flag Fx is set to 1 in step S540, a negative determination is made in step S530 after the next execution of this routine, and the process in step S540 is skipped.

  After the process of step S540 or S530, it is determined whether the target shift stage number n * input in step S500 is any one of values 1 to 4 (any one of the first to fourth gear trains) (step S550). When the target shift stage number n * is 2 or 4, before the shift before the Nth simultaneous engagement state in which both the carrier shaft 45a and the first motor shaft 46 are connected to the drive shaft 67 by the transmission 60. In step S520, as shown in the following equation (7), it is assumed that only the carrier shaft 45a is connected to the drive shaft 67 via the first speed gear train or the third speed gear train corresponding to the state, that is, the current gear stage number n. The required motor torque for the motor MG1 determined based on the set target torque Te * of the engine 22 is calculated as the start point torque Tm1a, and the start point torque Tm1a (target torque Te *) as shown in the following equation (8): The required mode for the motor MG2 determined based on the required torque Tr * set in step S510 and the gear ratio G (n) of the gear train corresponding to the current speed n. Calculating a torque as a starting point torque TM2a (step S560). Furthermore, the value 0 is set as the end point torque Tm2b for the motor MG2 functioning as an electric motor before the Nth simultaneous engagement state is realized by the transmission 60, and the Nth simultaneous engagement state is realized by the transmission 60. The end point torque Tm1b for the motor MG1 functioning as the generator before being calculated is calculated according to the following equation (9) (step S570). Here, the equation (9) is the torque output to the drive shaft 67 by the engine 22 with respect to the required torque Tr * under the Nth simultaneous engagement state corresponding to the current shift speed number n and the target shift speed number n *. This is the torque value of the motor MG1 when the insufficient torque of Te * · γ (N)) is covered by the motor MG1 (where, in equation (9), γ (N) = (1−ρ) · G (N) + ρ · G (n *)) Thus, the end point torque Tm1b is obtained as a relatively small positive value of 0 or a value of 0 or more.

Tm1a = -ρ · Te * (7)
Tm2a = Tr * / G (n) + (1-ρ) / ρ · Tm1a (8)
Tm1b = Tr * γ (N) -Te * (9)

  When the target speed n * is 1 or 3, the transmission 60 is connected to the carrier shaft 45a, the first motor shaft 46, and the drive shaft 67 before the Nth simultaneous engagement state. As shown in the following equation (10), it is assumed that only the first motor shaft 46 is connected to the drive shaft 67 via the second speed gear train or the fourth speed gear train corresponding to the state before the speed change, that is, the current speed n. The required motor torque for the motor MG2 determined based on the target torque Te * of the engine 22 set in step S520 is calculated as the starting point torque Tm2a, and the starting point torque Tm2a (target torque as shown in the following equation (11)): Te *), the required torque Tr * set in step S510, and the gear ratio G (n) of the gear train corresponding to the current gear stage number n, the motor MG1 is determined. The required motor torque is calculated as the start point torque TM1A (step S580). Further, the value 0 is set as the end point torque Tm1b for the motor MG1 functioning as the electric motor before the Nth simultaneous engagement state is realized by the transmission 60, and the Nth simultaneous engagement state is realized by the transmission 60. The end point torque Tm2b for the motor MG2 functioning as a generator before being calculated is calculated according to the following equation (12) (step S590). Here, Expression (12) is a torque (to be output to the drive shaft 67 by the engine 22 with respect to the required torque Tr * under the Nth simultaneous engagement state corresponding to the current shift speed number n and the target shift speed number n *. This is the torque value of the motor MG2 when the insufficient torque of Te * · γ (N)) is covered by the motor MG2 (where γ (N) = ρ · G (n) + in equation (12)) Thus, the end point torque Tm2b is obtained as a relatively small positive value of 0 or a value of 0 or more.

Tm2a =-(1-ρ) · Te * (10)
Tm1a = Tr * / G (n) + ρ / (1-ρ) · Tm2a (11)
Tm2b = Tr * / γ (N) -Te * (12)

  Thus, if the start point torques Tm1a and Tm2a and the end point torques Tm1b and Tm2b are calculated in steps S560 and S570 or S580 and S590, the elapsed time counted by the calculated start point torques Tm1a and Tm2a and the end point torques Tm1b and Tm2b and the timer 78. Calculations of the following equations (13) and (14) based on time t and predetermined torque adjustment time ta are executed to set torque commands Tm1 * and Tm2 * for motors MG1 and MG2 (step S600). In the process of step S600, torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set so that the torques output from the motors MG1 and MG2 gradually change from the start point torque to the end point torque within the torque adjustment time ta. It is a process to set. The torque adjustment time ta is determined in advance as short as possible in consideration of the characteristics of the motors MG1 and MG2, the torque shock in the drive shaft 67, and the like. If torque commands Tm1 * and Tm2 * are set, target engine speed Ne * and target torque Te * of engine 22 are transmitted to engine ECU 24, and torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to motor ECU 30, respectively. (Step S610). Furthermore, if the data transmission process of step S610 is performed, it is determined whether the elapsed time t counted by the timer 78 is less than the predetermined torque adjustment time ta (step S620). If the elapsed time t is less than the torque adjustment time ta, the processes after step S500 are executed again. By repeatedly executing the processes in steps S500 to S620 in this way, each time the required torque Tr * or the like is set in step S510, the starting point that is the required motor torque in the pre-shift state with respect to the motors MG1 and MG2. Torques Tm1a and Tm2a and end point torques Tm1b and Tm2b, which are required motor torques in the Nth simultaneous engagement state with the motors MG1 and MG2, are calculated one by one, and the torque adjustment time ta has substantially passed since the start of this routine. In the stage, the output torques of the motors MG1 and MG2 are adjusted so that both the motors MG1 and MG2 do not substantially output torque. When it is determined in step S620 that the elapsed time t is equal to or greater than the torque adjustment time ta, the timer 78 is turned off and the flag Fx is set to 1 (step S630), and this routine is terminated.

Tm1 * = ((ta-t) · Tm1a + t · Tm1b) / ts (13)
Tm2 * = ((ta-t) · Tm2a + t · Tm2b) / ts (14)

  After the above motor torque adjustment routine is completed, the hybrid ECU 70 executes a simultaneous engagement drive control routine shown in FIG. Explaining the simultaneous engagement drive control routine shown in the figure, when executing this routine, the hybrid ECU 70 performs data input processing (step S800) necessary for control in the same manner as steps S500 to S520 in FIG. Then, after setting the required torque Tr * and the required power Pe * (step S810) and setting the target rotational speed Ne * and the target torque Te * of the engine 22 (step S820), the predetermined flag Fy is a value. It is determined whether or not it is 0 (step S830). If the flag Fy is 0, it is further determined whether or not the simultaneous engagement execution flag Fsec input in step S800 is 1 (step S840). ). When the simultaneous engagement execution flag Fsec input in step S800 is a value 1 and the Nth simultaneous engagement state is continued, the target shift stage number n * input in step S800 is a value from 1 to 4. It is determined which one (any one of the 1st to 4th gear trains) (step S850). When the target shift speed n * is 2 or 4, the torque command Tm2 * for the motor MG2 that functions as a generator under the shift state corresponding to the target shift speed n * is set to 0. At the same time, a torque command Tm1 * for the motor MG1 that will function as an electric motor under a gear shift state corresponding to the target gear stage number n * is set according to the following equation (15) (step S860), and step S610 in FIG. After executing the same data transmission processing (step S880), the processing after step S800 is executed again. When the target shift speed n * is 1 or 3, the torque command Tm1 * for the motor MG1 that functions as a generator under the shift state corresponding to the target shift speed n * is 0. And a torque command Tm2 * for the motor MG2 that will function as an electric motor under a shift state corresponding to the target shift stage number n * is set according to the following equation (16) (step S870), and the data in step S880 After executing the transmission process, the processes after step S800 are executed again. Thus, both the carrier 45 (carrier shaft 45a) and the sun gear 41 (first motor shaft 46) are driven by the gear train corresponding to the current speed n of the transmission 60 and the gear train corresponding to the target speed n *. The motor torque adjustment routine of FIG. 16 adjusts the output torque of the motors MG1 and MG2 so that both the motors MG1 and MG2 substantially do not output torque in the state connected to the drive shaft 67 (Nth simultaneous engagement state). Is completed, the engine 22 is controlled to output a torque based on the target torque Te *, and the motors MG1 and MG2 do not substantially output the torque, that is, one of the motors MG1 and MG2 is the required torque Tr. * Outputs a shortage of output torque by the engine 22 to * and controls the other to not output torque. It becomes Rukoto.

Tm1 * = Tr * / γ (N) -Te * (15)
Tm2 * = Tr * / γ (N) -Te * (16)

  On the other hand, in step S840, it is determined that the simultaneous engagement execution flag Fsec has a value of 0, and the carrier 45 (carrier shaft 45a) is driven by the gear train corresponding to the target speed n * of the transmission 60 from the Nth simultaneous engagement state. When only one of the sun gear 41 (first motor shaft 46) is to be connected to the drive shaft 67, the timer 78 is turned on and the flag Fy is set to 1 (step S890). It is determined whether the target shift stage number n * input in S800 is any of values 1 to 4 (any of the 1st to 4th gear trains) (step S900). When the target gear stage number n * is 2 or 4, the value 0 is set as the starting torque Tm2a for the motor MG2 that has not output torque until then, and the required torque Tr set in steps S810 and S820. Based on * and the target torque Te * (required engine torque) of the engine 22, the starting point torque Tm1a for the motor MG1 is calculated according to the following equation (17) (step S910). Further, based on the required torque Tr * set in steps S810 and S820 and the target torque Te * (required engine torque) of the engine 22, the target shift speed n * after the Nth simultaneous engagement state is released. The end point torque Tm2b for the motor MG2 that will function as a generator under the shift state corresponding to is calculated according to the following equation (18) and the target shift stage number n after the Nth simultaneous engagement state is released: The end point torque Tm1b for the motor MG1 that will function as an electric motor under the shift state corresponding to * is calculated according to the following equation (19) (step S920). If the target gear stage number n * is 1 or 3, the value 0 is set as the starting torque Tm1a for the motor MG1 that has not output torque until then, and the request set in steps S810 and S820. Based on the torque Tr * and the target torque Te * (requested engine torque) of the engine 22, the starting point torque Tm2a for the motor MG2 is calculated according to the following equation (20) (step S930). Further, based on the required torque Tr * set in steps S810 and S820 and the target torque Te * (required engine torque) of the engine 22, the target shift speed n * after the Nth simultaneous engagement state is released. The end point torque Tm1b for the motor MG1 that will function as a generator under the shift state corresponding to is calculated according to the following equation (21) and the target shift stage number n after the Nth simultaneous engagement state is released The end point torque Tm2b for the motor MG2 that will function as an electric motor under the shift state corresponding to * is calculated according to the following equation (22) (step S940). Note that if the value of the current shift speed n and the value of the target shift speed n * are reversed immediately before the determination process in step S900, it is determined in step S900 that the target shift speed n * is a value 2 or 4. In step S910, the same process as in step S930 is executed. In step S900, when it is determined that the target shift speed n * is 1 or 3, the same process as in step S910 is performed in step S930. Should be executed.

Tm1a = Tr * / γ (N) -Te * (17)
Tm2b =-(1-ρ) · Te * (18)
Tm1b = Tr * / G (n *) + ρ / (1-ρ) · Tm2b (19)
Tm2a = Tr * / γ (N) -Te * (20)
Tm1b = -ρ · Te * (21)
Tm2b = Tr * / G (n *) + (1-ρ) / ρ · Tm1ba (22)

  Thus, if the starting point torques Tm1a and Tm2a and the end point torques Tm1b and Tm2b are calculated in steps S910 and S920 or S930 and S940, the elapsed time counted by the calculated starting point torques Tm1a and Tm2a and the end point torques Tm1b and Tm2b and the timer 78. Calculations similar to the above equations (13) and (14) based on the time t and the predetermined torque adjustment time tb are executed to set torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 (step S950). In step S950, the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set so that the torque output by the motors MG1 and MG2 gradually changes from the start point torque to the end point torque within the torque adjustment time tb. It is a process to set. The torque adjustment time tb is also determined in advance as short as possible in consideration of the characteristics of the motors MG1 and MG2, the torque shock in the drive shaft 67, and the like. If torque commands Tm1 * and Tm2 * are set, target engine speed Ne * and target torque Te * of engine 22 are transmitted to engine ECU 24, and torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to motor ECU 30, respectively. (Step S960). Furthermore, if the data transmission process of step S960 is executed, it is determined whether or not the elapsed time t counted by the timer 78 is less than the torque adjustment time tb (step S970). If the elapsed time t is less than the torque adjustment time tb, the processing from step S800 is executed again. Note that once the flag Fy is set to a value of 1 in step S890, after the next execution of this routine, a negative determination is made in step S830, the processing in step S890 is skipped, and the target speed n Depending on the value of *, steps S910 and S920 or steps S930 and S940 are executed. By repeatedly executing the processes in steps S800 to S830 and S900 to S970 in this way, the Nth simultaneous engagement state with respect to the motors MG1 and MG2 each time the required torque Tr * is set in step S810. Motor MG1 in a state in which one of carrier 45 and sun gear 41 is connected to drive shaft 67 by a gear train corresponding to start point torques Tm1a and Tm2a that are required motor torques in FIG. , End point torques Tm1b and Tm2b, which are required motor torques for MG2, are calculated one by one, and when the torque adjustment time tb has elapsed since the negative determination is made in step S840, both the motors MG1 and MG2 are the targets of the transmission 60. The carrier 45 and the sun gear 41 are driven by a gear train corresponding to the number of speeds n *. The output torque of the motor MG1, MG2 to output the torque to be output is to be adjusted when coupled Re or one to the drive shaft 67. Then, when it is determined in step S970 that the elapsed time t is equal to or greater than the torque adjustment time tb, the gear train corresponding to the current speed n and the carrier shaft 45a or the first motor shaft 46 are fixed (engaged). A command signal is transmitted to the actuator 91 or 92 of the clutch C1 or C2 so as to be released, the target gear stage number n * is set as the current gear stage number n, the timer 78 is turned off, and the flag Fy is set to the value 0. Setting is made (step S980), and this routine is terminated. Note that after the Nth simultaneous engagement state is released, the drive control routine of FIGS. 12 and 13 is executed again.

  As described above, in the hybrid vehicle 20 of the above embodiment, either or both of the carrier (first element) and the sun gear 41 (second element) of the power distribution and integration mechanism 40 are selectively coupled to the drive shaft 67. The power from the carrier 45 and the power from the sun gear 41 can be transmitted to the drive shaft 67 at predetermined gear ratios G (1), G (3) or G (2), G (3), respectively. A transmission 60 is provided. In hybrid vehicle 20, engine 22 is operated while one of carrier 45 and sun gear 41 and drive shaft 67 are connected by a gear train corresponding to the current speed n of transmission 60, and motors MG 1, MG 2. While the drive is being controlled, the simultaneous engagement execution flag Fsec is set to a value of 1 (the simultaneous engagement execution condition is satisfied), and the transmission is maintained with one of the carrier 45 and the sun gear 41 and the drive shaft 67 connected. When the other of the carrier 45 and the sun gear 41 is connected to the drive shaft 67 by a gear train corresponding to the target gear stage number n * 60, torque based on the required torque Tr * is output to the drive shaft 67, The sun gear 41 (first motor shaft 46) and the carrier 45 (carrier) that have not been connected to the drive shaft 67 by the transmission 60 until then. The rotational speed Nm1 or Nm2 of the motor MG1 or MG2 corresponding to the other of 45a) is determined based on the gear ratios G (1) to G (4) of the transmission 60 and the rotational speed (vehicle speed V) of the drive shaft 67. Carrying out the rotation speed adjustment processing (steps S240 to S340 in FIG. 13, or S240 and S360 to S450, etc.) in FIG. 45 and the other of the sun gear 41 and the drive shaft 67 are coupled (step S350 in FIG. 13). Furthermore, while the torque based on the required torque Tr * is output to the drive shaft 67, the carrier 45 (by the gear train corresponding to the current gear stage number n of the transmission 60 and the gear train corresponding to the target gear stage number n *. The motors MG1 and MG2 substantially stop outputting torque when both the carrier shaft 45a) and the sun gear 41 (first motor shaft 46) are connected to the drive shaft 67 (under the Nth simultaneous engagement state). Next, a motor torque adjustment routine (FIG. 16) for adjusting the output torques of the motors MG1 and MG2 is executed. As described above, when the rotation speed adjustment process is executed when one of the carrier 45 and the sun gear 41 of the power distribution and integration mechanism 40 and the drive shaft 67 are connected by the transmission 60, the drive shaft 67 is connected to the drive shaft 67 until then. The other of the sun gear 41 (first motor shaft 46) and the carrier 45 (carrier shaft 45a) that has not been connected is more appropriately connected to the drive shaft 67 while suppressing the occurrence of shock, so that both the carrier 45 and the sun gear 41 are connected. The Nth simultaneous engagement state connected to the drive shaft 67 can be realized. If the motor torque adjustment routine of FIG. 16 is executed under the Nth simultaneous engagement state, the occurrence of shock due to the fluctuation of the torque output to the drive shaft 67 is suppressed and the clutches C1 and C2 are impossible. The carrier 45 and the sun gear 41 are in a state in which any one of the carrier 45 (carrier shaft 45a) and the sun gear 41 (first motor shaft 46) of the power distribution and integration mechanism 40 and the drive shaft 67 are connected while preventing torque from being applied. Thus, it is possible to more appropriately switch to a state in which both the drive shaft 67 and the drive shaft 67 are coupled.

  In addition, the motor torque adjustment routine of FIG. 16 is performed at the timing when the required torque Tr * is set as being in the pre-shift state before both the carrier 45 and the sun gear 41 are connected to the drive shaft 67 by the transmission 60. The required motor torques for the motors MG1, MG2 determined based on the required torque Tr * and the target torque (required engine torque) Te * of the engine 22 based on the required torque Tr * are set as start point torques Tm1a, Tm2a (FIG. 16). Step S560 or S580), the value 0 for either one of the motors MG1 and MG2, and the required torque Tr * and the target torque (requested engine torque) Te * of the engine 22 at the timing when the required torque Tr * is set for the other. The values of 0 or more based on the end point torques Tm1b, Tm2b (Step S570 or S590), the engine 22 outputs torque based on the target torque Te *, and the torques output by the motors MG1 and MG2 change from the start point torques Tm1a and Tm2a to the end point torques Tm1b and Tm2b, respectively. Thus, the engine 22 and the motors MG1 and MG2 are controlled. As a result, a motor torque adjustment routine that prevents both motors MG1 and MG2 from outputting torque basically can be made more appropriate. Further, as in the motor torque adjustment routine of FIG. 16, each time the required torque Tr * is set, the start point torques Tm1a and Tm2a and the end point torques Tm1b and Tm2b of the motors MG1 and MG2 are calculated one by one and within the torque adjustment time ta. If the torque output from the motors MG1 and MG2 is gradually changed from the start point torques Tm1a and Tm2a to the end point torques Tm1b and Tm2b, respectively, it is possible to suppress the occurrence of shock due to fluctuations in the torque output to the drive shaft 67. Power can be transferred between the motors MG1 and MG2 while coping with fluctuations in the required torque Tr *. In addition, if the start point torques Tm1a and Tm2a and the end point torques Tm1b and Tm2b are set one by one each time the required torque Tr * is set, the continuation of the Nth simultaneous engagement state is temporarily interrupted and the desired shift state is achieved. Even if the shift is made, it is possible to shift to the desired shift state while suppressing the occurrence of shock accompanying the change in torque and coping with the change in the required torque Tr *.

  Then, after the motor torque adjustment routine is completed, the simultaneous engagement drive control routine of FIG. 17 is executed, and the motor MG1 is connected in a state where both the carrier 45 and the sun gear 41 of the power distribution and integration mechanism 40 and the drive shaft 67 are connected. If the torque is not substantially output from MG2 (steps S800 to S880 in FIG. 17), the Nth simultaneous engagement state in which the torque from the engine 22 corresponds to the current speed n and the target speed n *. Can be transmitted to the drive shaft 67 at the Nth fixed speed ratio γ (N). Therefore, in the hybrid vehicle 20, both the carrier 45 and the sun gear 41 of the power distribution and integration mechanism 40 are more appropriately connected to the drive shaft 67 to further improve the power transmission efficiency between the engine 22 and the drive shaft 67. be able to. Further, during the execution of the simultaneous engagement drive control routine (steps S800 to S880) of FIG. 17, the engine 22 outputs the target torque Te * based on the required torque Tr *, and either one of the motors MG1 and MG2 is torque. If the engine 22 and the motors MG1 and MG2 are controlled such that the other of the motors MG1 and MG2 outputs a torque based on the shortage of the torque by the engine 22 with respect to the required torque Tr * (step S860 or S870). ) If necessary, it is possible to cause one of the motors MG1 and MG2 to output a torque based on a shortage of torque by the engine 22 with respect to the required torque Tr *.

  In addition, in the hybrid vehicle 20 of the embodiment, the engine 22 is operated under the Nth simultaneous engagement state in which both the carrier 45 and the sun gear 41 and the drive shaft 67 are connected by the transmission 60, and the motor MG1. While the MG2 is being driven and controlled, the simultaneous engagement execution flag Fsec is set to 0 (the simultaneous engagement release condition is satisfied), and the carrier 45 by the gear train corresponding to the current gear stage number n of the transmission 60 is set. When the connection between one of the sun gears 41 and the drive shaft 67 is released, both the carrier 45 and the sun gear 41 are moved by the transmission 60 while the torque based on the required torque Tr * is output to the drive shaft 67. Under the Nth simultaneous engagement state connected to the drive shaft 67, the torque is transferred between the motors MG1 and MG2 so that the motors MG1 and MG2 carry. Torque adjustment processing (second torque adjustment processing: steps S800 to S830, S900 to S970, etc. in FIG. 17) for outputting torque to be output when only the other of 45 and the sun gear 41 is connected to the drive shaft 67. ), The connection between the other of the carrier 45 and the sun gear 41 and the drive shaft 67 by the gear train corresponding to the current speed n of the transmission 60 is released (step S980 in FIG. 17). As described above, after the torque adjustment process is performed under the Nth simultaneous engagement state in which both the carrier 45 and the sun gear 41 are connected to the drive shaft 67 by the transmission 60, the carrier 45 and the sun gear 41 are If the connection between one side and the drive shaft 67 is released, the power distribution and integration mechanism is suppressed while suppressing the occurrence of shock due to the fluctuation of the torque output to the drive shaft 67 and preventing excessive torque from being applied to the clutches C1 and C2. The state where both the carrier 45 and the sun gear 41 and the drive shaft 67 are coupled (the Nth simultaneous engagement state) is more appropriately switched to the state where either the carrier 45 or the sun gear 41 and the drive shaft 67 are coupled. be able to.

  Further, the torque adjustment processing (steps S800 to S830, S900 to S970, etc.) in FIG. 17 is in the Nth simultaneous engagement state where both the carrier 45 and the sun gear 41 and the drive shaft 67 are connected by the transmission 60. As a value 0 based on the required torque Tr * and the target torque T (required engine torque) Te * of the engine 22 at the timing when the required torque Tr * is set for one of the motors MG1 and MG2. Is set as the starting point torques Tm1a and Tm2a (step S910 or S930), and the connection between one of the carrier 45 and the sun gear 41 and the drive shaft 67 by the gear train corresponding to the current speed n of the transmission 60 is released. At the timing when the required torque Tr * is set as being in the post-shift state after The required motor torques for the motors MG1, MG2 determined based on the required torque Tr * and the target torque (required engine torque) Te * of the engine 22 are set as end point torques Tm1b, Tm2b (step S920 or S940). The engine 22 and the motors MG1 and MG2 are controlled so that the torque based on the target torque Te * is output and the torques output from the motors MG1 and MG2 change from the start point torques Tm1a and Tm2a to the end point torques Tm1b and Tm2b, respectively. Is. Thus, each of the motors MG1 and MG2 is caused to output a torque to be output when only the other of the carrier 45 and the sun gear 41 is connected to the drive shaft 67 by a gear train corresponding to the target speed n * of the transmission 60. The torque adjustment process can be made more appropriate.

  Further, as shown in FIG. 17, each time the required torque Tr * is set, the starting point torques Tm1a and Tm2a and the end point torques Tm1b and Tm2b of the motors MG1 and MG2 are calculated one by one, and the motors MG1 and MG1 are calculated within the torque transfer time tb. If the torque output by the MG2 is gradually changed from the start point torques Tm1a and Tm2a to the end point torques Tm1b and Tm2b (steps S800 to S830, S900 to S970, etc.), the torque output to the drive shaft 67 varies. Only the other of the carrier 45 and the sun gear 41 is driven by the gear train corresponding to the target gear stage number n * of the transmission 60 for each of the motors MG1 and MG2 while suppressing the occurrence of the accompanying shock and coping with the fluctuation of the required torque Tr *. It is possible to output the torque that should be output when connected to the shaft 67 It made. If the start point torques Tm1a and Tm2a and the end point torques Tm1b and Tm2b are calculated one by one every time the required torque Tr * is set, even if the transition to the post-shift state is interrupted, the shock caused by the torque fluctuation It is possible to easily return to the Nth simultaneous engagement state while suppressing the occurrence of the torque and coping with fluctuations in the required torque Tr *.

  Further, as in the above embodiment, during the execution of the simultaneous engagement drive control routine (steps S800 to S880) of FIG. 17, it functions as a generator under a shift state corresponding to the target shift stage number n *. Torque commands Tm1 * and Tm2 * for the motor MG1 or MG2 to be the value 0, and torque commands for the motor MG1 or MG2 that will function as an electric motor under the shift state corresponding to the target shift speed n * If Tm1 * and Tm2 * are set to a value of 0 or more so that the torque shortage caused by the engine 22 can be compensated, the transmission 60 shifts from the Nth simultaneous engagement state to the target shift as the vehicle speed V increases or decreases. Compensate for a shortage of torque in motor MG1 or MG2 that will function as an electric motor after upshifting or downshifting to the number of stages n * side Thus, the torque adjustment process (steps S900 to S970 in FIG. 17) associated with the upshift or downshift from the Nth simultaneous engagement state to the target shift stage number n * side is executed more smoothly. It becomes possible.

  Further, in the hybrid vehicle 20, when either the carrier 45 or the sun gear 41 of the power distribution and integration mechanism 40 is connected to the drive shaft 67 by the transmission 60, one of the motors MG 1 and MG 2 serves as an electric motor. The other functions as a generator, and torque from the engine 22 is torque-converted by the power distribution and integration mechanism 40 and the motors MG1 and MG2 and output to the drive shaft 67. For this reason, when any one of the carrier 45 and the sun gear 41 of the power distribution and integration mechanism 40 is connected to the drive shaft 67, the mechanical loss in the power distribution and integration mechanism 40 and the electric power associated with the driving of the motors MG1 and MG2 are detected. Both loss and loss will occur. In contrast, when both the carrier 45 and the sun gear 41 of the power distribution and integration mechanism 40 are connected to the drive shaft 67 by the transmission 60, the drive control is performed so that the motors MG1 and MG2 do not substantially output torque. Thus, the ratio of torque conversion by the motors MG1 and MG2 is reduced (substantially becomes zero), and accordingly, the electrical loss associated with the driving of the motors MG1 and MG2 is reduced. Therefore, if the engine 22 and the motors MG1 and MG2 are controlled while taking into consideration both the mechanical loss in the power distribution and integration mechanism 40 and the electrical loss due to the driving of the motors MG1 and MG2 (step S110 in FIG. 12, FIG. 16). Step S510 of FIG. 17, step S810 of FIG. 17, etc.), the state where either the carrier 45 or the sun gear 41 of the power distribution and integration mechanism 40 and the drive shaft 67 are coupled, the carrier 45 and the sun gear 41, and the drive shaft 67 When switching to a state in which the two are connected (Nth simultaneous engagement state), fluctuations in the power output to the drive shaft 67 due to the change in the sum of mechanical loss and electrical loss are suppressed, and the accompanying shock Can be suppressed.

  In the drive control routine of FIG. 13, the absolute value of the deviation between the actual rotational speed Nm1 or Nm2 of the motor MG1 or MG2 and the target rotational speed Nm1 * or Nm2 * is equal to or less than the predetermined value α in step S340 or S450. The process of step S350 is executed at the time when it is determined that this is the case, but is not limited to this. That is, the processing in steps S340 and S450 may be processing for determining whether or not a state in which the absolute value of the deviation is included in a predetermined range has continued for a predetermined time. As a result, the carrier 45 (carrier shaft 45a) or the sun gear 41 (first motor shaft 46) of the power distribution and integration mechanism 40 and the gear train gear corresponding to the target gear stage number n * are more reliably rotationally synchronized. Thus, it becomes possible to fix the carrier shaft 45a or the first motor shaft 46 and the gear train corresponding to the target shift stage number n *.

  FIG. 18 is a flowchart illustrating another motor torque adjustment routine that can be executed in hybrid vehicle 20 described above. This routine also uses the gear train corresponding to the target gear speed n * while the carrier shaft 45a or the first motor shaft 46 and the drive shaft 67 are connected by the gear train corresponding to the current gear speed n in step S350 of FIG. When the first motor shaft 46 or the carrier shaft 45a and the drive shaft 67 are connected, the hybrid ECU 70 executes the operation. The motor torque adjustment routine shown in FIG. 18 includes the processes of steps S500 to S540, S550, S570, S590, and S600 to S630, similar to the routine of FIG. 16, but instead of the processes of steps S560 and S580 of FIG. In addition, the process of step S545 in which the previous value of the torque command Tm1 * is held as the starting point torque Tm1a for the motor MG1 and the previous value of the torque command Tm2 * is set and held as the starting point torque Tm2a for the motor MG2 is performed after step S540. Is included. As can be seen from FIG. 18, when the flag Fx is set to 1 in step S540, a negative determination is made in step S530 after the next execution of this routine, and the processes in steps S540 and S545 are skipped. . Therefore, the process of step S545 is executed only once immediately after the start of this routine. Thus, when the motor torque adjustment routine of FIG. 18 is started, after the processing of steps S500 to S540, the previous values of the torque commands Tm1 * and Tm2 *, that is, the carrier 45 (carrier shaft 45) and An engine based on the required torque Tr * set immediately before both the sun gear 41 (first motor shaft 46) are connected to the drive shaft 67 (immediately before the Nth simultaneous engagement state is realized) and the required torque Tr *. The required motor torques for the motors MG1, MG2 determined based on the target torque (requested engine torque) Te * of 22 are set and held as the starting point torques Tm1a, Tm2a (step S545). Then, during execution of torque adjustment of the motors MG1 and MG2, that is, while the routine is repeatedly executed, before the Nth simultaneous engagement state is realized by the transmission 60 every time the required torque Tr * is set. The motor MG1 functioning as the generator before the Nth simultaneous engagement state is realized by the transmission 60 while the value 0 is set as the end point torque Tm2b or Tm1b for the motor MG2 or MG1 functioning as the electric motor. Alternatively, the end point torque Tm1b or Tm2b for MG2 is calculated as a torque shortage of the torque by the engine 22 with respect to the required torque Tr * (step S570 or S590), and the engine 22 is based on the target torque Te * set in step S520. Torque is output and output by motors MG1 and MG2. The torque to be executed is gradually executed within the torque adjustment time ta from the starting point torques Tm1a and Tm2a set and held in step S545 executed once immediately after the start of this routine to the end point torques Tm1b and Tm2b calculated one by one. Engine 22 and motors MG1, MG2 are controlled so as to change (steps S600 to S620). Even if such a motor torque adjustment routine of FIG. 18 is adopted, the occurrence of shock due to fluctuations in the torque output to the drive shaft 67 is suppressed, and the motors MG1, MG2 are controlled while coping with fluctuations in the required torque Tr *. Torque can be adjusted. Further, if the setting of the start point torques Tm1a and Tm2a is executed only immediately after the start of the motor torque adjustment routine (torque adjustment process), it is possible to reduce the calculation load accompanying the torque adjustment of the motors MG1 and MG2. .

  FIG. 19 is a flowchart illustrating still another motor torque adjustment routine that can be executed in hybrid vehicle 20 described above. This routine also uses the gear train corresponding to the target gear speed n * while the carrier shaft 45a or the first motor shaft 46 and the drive shaft 67 are connected by the gear train corresponding to the current gear speed n in step S350 of FIG. When the first motor shaft 46 or the carrier shaft 45a and the drive shaft 67 are connected, the hybrid ECU 70 executes the operation. The motor torque adjustment routine shown in FIG. 19 includes the processes of steps S500 to S545 and S600 to S630, similar to the routine of FIG. 18, but instead of the processes of steps S550, S570 and S590 of FIG. Step number n * discrimination processing (step S546), corresponding to the gear ratio G (n) of the gear train corresponding to the starting point torques Tm1a and Tm2a set and held in step S545 and the current gear step number n, and the target gear step number n * The processing of steps S547 and S548 for setting the end point torques Tm1b and Tm2b for the motors MG1 and MG2 based on the gear ratio G (n *) of the gear train is included between step S545 and step S600. As can be seen from FIG. 19, when the flag Fx is set to 1 in step S540, a negative determination is made in step S530 after the next execution of this routine, and the processing in steps S540 to S547 or S548 is skipped. Is done. Accordingly, the processing of steps S545 to S547 or S548 is executed only once immediately after the start of this routine. Accordingly, when the motor torque adjustment routine of FIG. 19 is started, after the processing of steps S500 to S540, the previous values of the torque commands Tm1 * and Tm2 *, that is, the carrier 45 (carrier shaft 45) and the transmission 60 are used. An engine based on the required torque Tr * set immediately before both the sun gear 41 (first motor shaft 46) are connected to the drive shaft 67 (immediately before the Nth simultaneous engagement state is realized) and the required torque Tr *. The required motor torques for the motors MG1, MG2 determined based on the target torque (requested engine torque) Te * of 22 are set and held as the starting point torques Tm1a, Tm2a (step S545). Further, the value 0 is set as the end point torque Tm2b or Tm1b for the motor MG2 or MG1 functioning as the electric motor before the Nth simultaneous engagement state is realized by the transmission 60, according to the value of the target shift speed n *. In addition, the end point torque Tm1b or Tm2b for the motor MG1 or MG2 functioning as the generator before the Nth simultaneous engagement state is realized by the transmission 60 is the starting point torque Tm1a, set in step S545, Based on Tm2a, the gear ratio G (n) of the gear train corresponding to the current speed n, and the gear ratio G (n *) of the gear train corresponding to the target speed n *, the following equation (23) or (24) (Step S547 or S548). Equations (23) and (24) indicate that when the required torque Tr * and the target torque Te * are the previous values under the Nth simultaneous engagement state, the engine 22 with respect to the required torque Tr *. This shows the torque shortage of the target torque Te *. While the torque adjustment of the motors MG1 and MG2 is being executed, that is, while this routine is repeatedly executed, the engine 22 outputs torque based on the target torque Te * set in step S520 one by one and at the same time by the motors MG1 and MG2. The torque to be outputted is executed only once immediately after the start of this routine. From the start point torques Tm1a and Tm2a set and held in steps S545 and S547 or S548, the end point torques Tm1b and Tm2b are gradually increased within the torque adjustment time ta. The engine 22 and the motors MG1, MG2 are controlled so as to change to (steps S600 to S620). When such a motor torque adjustment routine of FIG. 19 is adopted, the calculation load associated with the torque adjustment of the motors MG1 and MG2 is further reduced and the drive shaft 67 is applied to the drive shaft 67 although the response to the fluctuation of the required torque Tr * is slightly worsened. It is possible to adjust the torques of the motors MG1 and MG2 while suppressing the occurrence of shock due to fluctuations in the output torque.

Tm1b = Tm1a + G (n) / G (n *) · Tm2a (23)
Tm2b = Tm2a + G (n) / G (n *) · Tm1a (24)

  FIG. 20 is a flowchart illustrating another motor torque adjustment routine that can be executed in hybrid vehicle 20 described above. This routine also uses the gear train corresponding to the target gear speed n * while the carrier shaft 45a or the first motor shaft 46 and the drive shaft 67 are connected by the gear train corresponding to the current gear speed n in step S350 of FIG. When the first motor shaft 46 or the carrier shaft 45a and the drive shaft 67 are connected, the hybrid ECU 70 executes the operation. When the motor torque adjustment routine shown in FIG. 20 is executed, the CPU 72 of the hybrid ECU 70 performs the input process of data necessary for control (step S700), the required torque Tr * and the required torque in the same manner as steps S500 to S520 of FIG. After setting the power Pe * (step S710) and setting the target rotational speed Ne * and target torque Te * of the engine 22 (step S720), the motor MG1, as in step S545 of FIG. Starting point torques Tm1a and Tm2a for MG2 are set (step S730). Next, it is determined whether the target shift speed n * input in step S700 is a value between 1 and 4 (step S740). If the target shift speed n * is a value 2 or 4, the transmission is changed. The torque command Tm2 * is set to 0 for the motor MG2 functioning as an electric motor before the Nth simultaneous engagement state is realized by 60, and before the Nth simultaneous engagement state is realized by the transmission 60. The gear ratio G (n) of the gear train corresponding to the starting point torques Tm1a, Tm2a and the current gear stage number n and the gear ratio G (n of the gear train corresponding to the target gear stage number n * for the motor MG1 functioning as a generator at the same time. *) And torque command Tm1 * is calculated according to the following equation (25) (step S750). It should be noted that the equation (25) is obtained when the required torque Tr * and the target torque Te * are the previous values under the Nth simultaneous engagement state, and the target torque Te * of the engine 22 with respect to the required torque Tr *. This shows the torque shortage. When the target gear stage number n * is 1 or 3, the torque command Tm1 * is 0 for the motor MG1 functioning as an electric motor before the Nth simultaneous engagement state is realized by the transmission 60. And the gear ratio G of the gear train corresponding to the starting point torques Tm1a and Tm2a and the current shift stage number n for the motor MG2 functioning as a generator before the Nth simultaneous engagement state is realized by the transmission 60. Torque command Tm2 * is calculated according to the following equation (26) based on (n) and the gear ratio G (n *) of the gear train corresponding to the target gear stage number n * (step S760). It should be noted that also in Expression (26), when the required torque Tr * and the target torque Te * are the previous values under the Nth simultaneous engagement state, the target torque Te * of the engine 22 with respect to the required torque Tr *. This shows the torque shortage. If the target rotational speed Ne * and target torque Te * of the engine 22 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are sent to the engine ECU 24. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 30 (step S770), and this routine is terminated. Thus, the required motor torque (torque commands Tm1 *, Tm2 *) based on the required torque Tr * set immediately before the Nth simultaneous engagement state is realized by the transmission 60 and the target torque Te * of the engine 22. The previous value) is set as the starting point torques Tm1a and Tm2a, and the gear ratio G (n) of the gear train corresponding to the set starting point torques Tm1a and Tm2a and the current gear stage number n and the gear train corresponding to the target gear stage number n *. Torque commands Tm1 * and Tm2 * (end point torque) for the motors MG1 and MG2 are set based on the gear ratio G (n *) of the engine 22 and the engine 22 outputs torque based on the target torque Te * and the motors MG1 and MG2. Controls engine 22 and motors MG1 and MG2 so as to output torque based on torque commands (end point torque) Tm1 * and Tm2 * It may be. If such a motor torque adjustment routine of FIG. 20 is employed, although there is a possibility that some shock is generated due to fluctuations in the output torque of the motors MG1 and MG2, any of the carrier 45 and the sun gear 41 of the power distribution and integration mechanism 40 can be used. It is possible to quickly switch from a state in which one of the drive shaft 67 is connected to a state in which both the carrier 45 and the sun gear 41 are connected to the drive shaft 67 while further reducing the calculation load.

Tm1 * = Tm1a + G (n) / G (n *) · Tm2a (25)
Tm2 * = Tm2a + G (n *) / G (n) · Tm1a (26)

  FIG. 21 is a flowchart illustrating another simultaneous engagement drive control routine that can be executed in the hybrid vehicle 20 described above. This routine is also executed by the hybrid ECU 70 after completion of any of the motor torque adjustment routines as in the routine of FIG. The drive control routine at the time of simultaneous engagement shown in FIG. 21 includes the processing of steps S800 to S890, S900, S920, S940, S950 to S980, as in the routine of FIG. 17, but in steps S910 and S930 of FIG. Instead of the processing, the previous value of the torque command Tm1 * is held as the starting point torque Tm1a for the motor MG1, and the previous value of the torque command Tm2 * is set and held as the starting point torque Tm2a for the motor MG2. It is included after S890. Thus, under the simultaneous engagement drive control routine of FIG. 21, when it is determined in step S840 that the simultaneous engagement execution flag Fsec is 0, immediately before that (just before the start of the torque adjustment process). The previous values of the torque commands Tm1 * and Tm2 *, which are the requested motor torques for the set motors MG1 and MG2, are set and held as the starting point torques Tm1a and Tm2a (step S895). During the torque adjustment process, that is, while the routine is repeatedly executed, each time the required torque Tr * is set, the motor MG1, based on the required torque Tr * and the target torque Te * of the engine 22 is set. The end point torque of MG2 is set (step S920 or S940), the engine 22 outputs torque based on the target torque Te *, and the torque output by the motors MG1 and MG2 is the start point torque Tm1a, Tm2a set in step S895. The engine 22 and the motors MG1, MG2 are controlled so as to gradually change within the torque adjustment time tb to the end point torques Tm1b, Tm2b calculated one by one (steps S950, S960). Even when the simultaneous engagement drive control routine of FIG. 21 is adopted, the motor MG1 suppresses the occurrence of shock accompanying the fluctuation of the torque output to the drive shaft 67 and copes with the fluctuation of the required torque Tr *. And MG2 can output torque to be output when only the other of the carrier 45 and the sun gear 41 is connected to the drive shaft 67 by a gear train corresponding to the target speed n * of the transmission 60. Further, if the setting of the starting point torques Tm1a and Tm2a is executed only immediately after the start of the torque adjustment process, the calculation load associated with the torque adjustment process can be reduced.

  FIG. 22 is a flowchart illustrating yet another simultaneous engagement drive control routine that can be executed in the hybrid vehicle 20 described above. This routine is also executed by the hybrid ECU 70 after completion of any of the motor torque adjustment routines. The simultaneous engagement drive control routine shown in FIG. 22 includes the processes of steps S800 to S890, S895, S950 to S980, as in the routine of FIG. 21, but the processes of steps S900, S910 and S930 of FIG. Instead, the target speed stage number n * determination process (step S896) and the processes of steps S897 and S898 for setting the end point torques Tm1b and Tm2b for the motors MG1 and MG2 are included between step S895 and step S950. . Thus, under the simultaneous engagement drive control routine of FIG. 22, if it is determined in step S840 that the simultaneous engagement execution flag Fsec is 0, immediately before that (just before the start of the torque adjustment process). The previous values of the torque commands Tm1 * and Tm2 *, which are the requested motor torques for the set motors MG1 and MG2, are set and held as the starting point torques Tm1a and Tm2a (step S895). Further, in accordance with the value of the target shift speed n *, it is set in steps S810 and S820 immediately before it is determined in step S840 that the simultaneous engagement execution flag Fsec is 0 (when the torque adjustment process is started). Based on the requested torque Tr * and the target torque Te * of the engine 22, the end point torque of the motors MG1 and MG2 is set (step S897 or S898). During execution of the torque adjustment process, that is, while the routine is repeatedly executed, every time the required torque Tr * is set, the engine 22 outputs torque based on the target torque Te * and is output by the motors MG1 and MG2. From the starting point torques Tm1a, Tm2a set in step S895, which is executed only once immediately after the simultaneous engagement execution flag Fsec is determined to be 0 in step S840, the process proceeds to step S897 or S898. The engine 22 and the motors MG1 and MG2 are controlled so as to gradually change within the torque adjustment time tb to the set end point torques Tm1b and Tm2b (steps S950 and S960). Even when the simultaneous engagement drive control routine of FIG. 22 is adopted, the calculation load associated with the torque adjustment process is further reduced and the occurrence of shock due to the fluctuation of the torque output to the drive shaft 67 is suppressed. It is possible to cause each of the motors MG1 and MG2 to output a torque to be output when only the other of the carrier 45 and the sun gear 41 is connected to the drive shaft 67 by a gear train corresponding to the target speed n * of the transmission 60. Become.

  FIG. 23 is a flowchart illustrating another simultaneous engagement drive control routine that can be executed in hybrid vehicle 20 described above. This routine is also executed by the hybrid ECU 70 after completion of any of the motor torque adjustment routines. The drive control routine at the time of simultaneous engagement shown in FIG. 23 includes the processes of steps S800 to S890, S960, and S980, similar to the routine of FIG. 21, but instead of executing the processes of steps S890 to S950 of FIG. After a negative determination is made in step S840, a step of determining the target gear stage number n * (step S896) and setting torque commands Tm1 *, Tm2 * (end point torques Tm1b, Tm2b) for the motors MG1, MG2. The process of S951 or S952 is executed. Thus, under the simultaneous engagement drive control routine of FIG. 23, if it is determined in step S840 that the simultaneous engagement execution flag Fsec is 0, the target shift speed n * is 2 or 4. In some cases, based on the required torque Tr * set in steps S810 and S820 and the target torque Te * (requested engine torque) of the engine 22, torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are expressed by the following equations: (27) and (28) are set (step S951), and when the target speed n * is 1 or 3, the required torque Tr * set in steps S810 and S820 and the target torque of the engine 22 are set. Based on Te * (requested engine torque), torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are expressed by the following equations (29) and (30). It is have set (step S952). Then, the target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 30 (step S960), and the current speed n A command signal is transmitted to the actuator 91 or 92 of the clutch C1 or C2 so that the gear train corresponding to the above and the carrier shaft 45a or the first motor shaft 46 are released (engaged), and the target speed n * Is set as the current gear stage number n, the timer 78 is further turned off and the flag Fy is set to 0 (step S980), and this routine is terminated. If such a simultaneous engagement drive control routine of FIG. 23 is adopted, a slight shock may be generated due to fluctuations in the output torque of the motors MG1 and MG2, but the transmission 60 from the Nth simultaneous engagement state. With the gear train corresponding to the target shift speed n *, it is possible to quickly switch to a state where only the other of the carrier 45 and the sun gear 41 is connected to the drive shaft 67 while further reducing the calculation load.

Tm2 * =-(1-ρ) · Te * (27)
Tm1a = Tr * / G (n *) + ρ / (1-ρ) · Tm2 * (28)
Tm1 * = -ρ · Te * (29)
Tm2a = Tr * / G (n *) + (1-ρ) / ρ · Tm1 * (30)

  The above-described hybrid vehicle 20 includes the power distribution and integration mechanism 40 configured so that the gear ratio ρ is 0.5. However, the present invention is not limited to this, and the power distribution and integration mechanism includes The ratio ρ may be configured to be a value other than 0.5. FIG. 24 shows a hybrid vehicle 20A including a power distribution and integration mechanism 40A that is a double pinion planetary gear mechanism having a gear ratio ρ of less than 0.5. The hybrid vehicle 20 </ b> A includes a reduction gear mechanism 50 disposed between the power distribution and integration mechanism 40 </ b> A and the engine 22. The reduction gear mechanism 50 is arranged on the external gear sun gear 51 connected to the rotor of the motor MG2 via the second motor shaft 55, and concentrically with the sun gear 51, and is fixed to the carrier 45 of the power distribution and integration mechanism 40A. A ring gear 52 of the internal gear, a plurality of pinion gears 53 that mesh with both the sun gear 51 and the ring gear 52, a carrier 54 that holds the plurality of pinion gears 53 so as to rotate and revolve, and is fixed to the transmission case. It is comprised as a single pinion type planetary gear mechanism provided with. By such an operation of the reduction gear mechanism 50, the power from the motor MG2 is decelerated and inputted to the carrier 45 of the power distribution and integration mechanism 40A, and the power from the carrier 45 is accelerated and inputted to the motor MG2. It will be. Thus, when the power distribution and integration mechanism 40A, which is a double pinion planetary gear mechanism with a gear ratio ρ less than 0.5, is adopted, the torque distribution ratio from the engine 22 to the carrier 45 compared to the sun gear 41. Becomes larger. Therefore, by arranging the reduction gear mechanism 50 between the carrier 45 of the power distribution and integration mechanism 40A and the motor MG2, it is possible to reduce the size of the motor MG2 and reduce its power loss. Further, if the reduction gear mechanism 50 is arranged between the motor MG2 and the power distribution and integration mechanism 40A and integrated with the power distribution and integration mechanism 40A as in the embodiment, the power output device can be made more compact. Can do. In the example of FIG. 24, when the gear ratio of the power distribution and integration mechanism 40A is ρ, the reduction ratio (the number of teeth of the sun gear 51 / the number of teeth of the ring gear 52) is a value in the vicinity of ρ / (1-ρ). If the reduction gear mechanism 50 is configured as described above, the specifications of the motors MG1 and MG2 can be made the same, so that the productivity of the hybrid vehicle 20A and the power output device mounted thereon can be improved. Cost can be reduced.

  Further, in the hybrid vehicles 20 and 20A described above, instead of the power distribution and integration mechanism 40 and 40A, the first sun gear and the second sun gear having different numbers of teeth, the first pinion gear that meshes with the first sun gear, and the second sun gear. A power distribution and integration mechanism configured as a planetary gear mechanism including a carrier that holds at least one stepped gear formed by connecting a second pinion gear that meshes with the sun gear may be provided. Further, in the above-described hybrid vehicles 20 and 20A, the clutch C0 is provided between the sun gear 41 that is the second element of the power distribution and integration mechanism 40 and 40A and the motor MG1 as the second electric motor, and the connection and release thereof are both performed. However, the present invention is not limited to this. That is, the clutch C0 is provided between the carrier 45, which is the first element of the power distribution and integration mechanisms 40, 40A, and the motor MG2 as the first electric motor, and executes the connection and release thereof. Alternatively, it may be provided between the ring gear 42, which is the third element of the power distribution and integration mechanism 40, 40A, and the crankshaft 26 of the engine 22 to execute connection and release thereof.

  In addition, the transmission 60 according to the embodiment includes a first-speed gear train and a third-speed gear train that are parallel shaft gear trains that can connect the carrier 45 that is the first element of the power distribution and integration mechanism 40 to the drive shaft 67. A parallel shaft type including a first speed change mechanism and a second speed change mechanism having a second speed gear train and a second speed gear train which are parallel shaft type gear trains capable of connecting the first motor shaft 46 of the motor MG1 to the drive shaft 67. Although it is a transmission, in the hybrid vehicle 20 of the embodiment, a planetary gear type transmission may be employed instead of the parallel shaft type transmission 60.

  FIG. 25 is a schematic configuration diagram showing a planetary gear type transmission 100 applicable to the above-described hybrid vehicles 20 and 20A. The transmission 100 shown in the figure can also set the shift state (speed ratio) in a plurality of stages, and the carrier 45 (carrier shaft 45 a) as the first element of the power distribution and integration mechanism 40 is used as the drive shaft 67. First shift planetary gear mechanism 110 that can be connected, second gear planetary gear mechanism 120 that can connect first motor shaft 46 (sun gear 41) of motor MG1 to drive shaft 67, and first planetary gear mechanism 110 for transmission. A brake B1 (first fixing mechanism) provided for the second gear, a brake B2 (second fixing mechanism) provided for the second shifting planetary gear mechanism 120, a brake B3 (third fixing mechanism), and a clutch C1 (shifting). Connection / disconnection mechanism). The first transmission planetary gear mechanism 110 and the brake B1 constitute a first transmission mechanism of the transmission 100, and the second transmission planetary gear mechanism 120 and the brake B2 constitute a second transmission mechanism of the transmission 100. As shown in FIG. 25, the first speed change planetary gear mechanism 110 includes a sun gear (input element) 111 connected to the carrier shaft 45a, and a ring gear (fixable) of an internal gear arranged concentrically with the sun gear 111. Element) 112 and a single pinion type planetary gear mechanism having a plurality of pinion gears 113 that mesh with both the sun gear 111 and the ring gear 112 and a carrier 114 (output element) connected to the drive shaft 67. The planetary gear mechanism 120 for second speed change includes a sun gear (input element) 121 connected to the first motor shaft 46 and a ring gear (fixable element) 122 of an internal gear arranged concentrically with the sun gear 121. And a first gear planetary gear mechanism 110 for holding a plurality of pinion gears 123 that mesh with both the sun gear 121 and the ring gear 122 and a common carrier (output element) 114. In the example of FIG. 25, the second speed change planetary gear mechanism 120 is arranged side by side so as to be coaxial with the first speed change planetary gear mechanism 110 and in front of the vehicle. The gear ratio ρ2 of the gear mechanism 120 (the number of teeth of the sun gear 121 / the number of teeth of the ring gear 122) is slightly higher than the gear ratio (the number of teeth of the sun gear 111 / the number of teeth of the ring gear 112) ρ1 of the first gear planetary gear mechanism 110. It is set large. The brake B1 can fix the ring gear 112 of the planetary gear mechanism 110 for the first speed change to the transmission case so that the ring gear 112 can not rotate, and can release the ring gear 112 to be rotatable. The brake B2 can fix the ring gear 122 of the planetary gear mechanism 120 for second speed change to the transmission case so that the ring gear 122 cannot rotate, and can release the ring gear 122 to be rotatable. Further, the brake B3 fixes the first motor shaft 46, that is, the sun gear 41 that is the second element of the power distribution and integration mechanism 40 via the stator 130 fixed to the first motor shaft 46 so as not to rotate with respect to the transmission case. At the same time, the stator 130 can be released to make the first motor shaft 46 rotatable. In addition, the clutch C1 can execute connection and release of the carrier 114 as the output element of the first shift planetary gear mechanism 110 and the ring gear 112 as the fixable element. The brakes B1, B2, B3 and the clutch C1 are driven by electromagnetic, electric or hydraulic actuators (not shown). The transmission 100 configured as described above can reduce the axial and radial dimensions as compared with a parallel shaft transmission. Further, the first transmission planetary gear mechanism 110 and the second transmission planetary gear mechanism 120 can be disposed coaxially with the engine 22, the motors MG1 and MG2, and the power distribution and integration mechanism 40, so that the transmission If 100 is used, the number of bearings can be reduced while simplifying the bearings.

  In this transmission 100, the shift state (speed ratio) can be set in a plurality of stages as follows. That is, if the ring gear 112 of the first speed change planetary gear mechanism 110 is fixed to the transmission case by the brake B1, the power from the carrier shaft 45a is based on the gear ratio ρ1 of the first speed change planetary gear mechanism 110. The speed can be changed at a speed ratio (ρ1 / (1 + ρ1)) and transmitted to the drive shaft 67 (this state is referred to as “first speed state (first speed)”). Further, if the ring gear 122 of the second shifting planetary gear mechanism 120 is fixed to the transmission case by the brake B2, the power from the first motor shaft 46 is transmitted to the gear ratio ρ2 of the second shifting planetary gear mechanism 120. Can be transmitted to the drive shaft 67 at a speed ratio (ρ2 / (1 + ρ2)) based on (this state is referred to as a “second speed change state (second speed)”). Further, if the carrier 114 and the ring gear 112 of the first speed change planetary gear mechanism 110 are connected by the clutch C1, the sun gear 111, the ring gear 112 and the carrier 114 constituting the first speed change planetary gear mechanism 110 are substantially locked. Therefore, the power from the carrier shaft 45a can be transmitted to the drive shaft 67 with a gear ratio of 1 (this state is referred to as “third speed state (third speed)”). In addition, in the transmission 100, if the ring gear 122 is fixed by the brake B2 constituting the second transmission mechanism in the first transmission state, both the carrier shaft 45a and the first motor shaft 46 are driven. 67, the power from the engine 22 or the power from at least one of the motors MG1 and MG2 is mechanically (directly) transmitted to the drive shaft 67 at a fixed speed ratio (first fixed speed ratio). (This state is referred to as “1-2 speed simultaneous engagement state” or “first simultaneous engagement state”). Even if the carrier 114 and the ring gear 112 of the first shift planetary gear mechanism 110 corresponding to the clutch C1 are connected by the clutch C1 under the second shift state, the first motor shaft 46 and the carrier 45 are not connected. Both can be connected to the drive shaft 67, and the power from the engine 22 or at least one of the motors MG1 and MG2 at a fixed gear ratio (second fixed gear ratio) different from the above-mentioned 1-2 speed simultaneous engagement state. It is possible to mechanically (directly) transmit power to the drive shaft 67 (this state is referred to as “2-3 speed simultaneous engagement state” or “second simultaneous engagement state”). Furthermore, the sun gear 41 that is the second element of the first motor shaft 46, that is, the power distribution and integration mechanism 40, is provided via the stator 130 that is fixed to the first motor shaft 46 by the brake B 3 under the third speed change state. If the transmission case is fixed to be non-rotatable, the engine 22 has a fixed speed ratio (1 / 1-ρ) of less than 1 which is different from the above-mentioned 1-2 speed simultaneous engagement state and the 2-3 speed simultaneous engagement state. And the power from the motor MG2 can be accelerated and transmitted mechanically (directly) to the drive shaft 67 (this state is also an aspect of the simultaneous engagement state, “3 speed OD (overdrive ) "State"). As described above, even when the planetary gear type transmission 100 is employed, the same effects as those obtained when the parallel shaft type transmission 60 is used can be obtained.

  FIG. 26 is a schematic configuration diagram showing another planetary gear type transmission 200 applicable to the hybrid vehicles 20 and 20A described above. The transmission 200 shown in the figure is also capable of setting a shift state (speed ratio) in a plurality of stages, and includes a transmission differential rotation mechanism (deceleration means) 201 and clutches C11 and C12. The transmission differential rotation mechanism 201 includes a sun gear 202 that is an input element, a ring gear 203 that is fixed to the transmission case so as not to rotate and is arranged concentrically with the sun gear 202, and the sun gear 202 and the ring gear 203. This is a single pinion type planetary gear mechanism having a carrier 205 as an output element that holds a plurality of pinion gears 204 that mesh with both of the two. The clutch C11 is connected to the first engagement portion 211 provided at the tip of the first motor shaft 46, the second engagement portion 212 provided on the carrier shaft 45a, and the sun gear 202 of the transmission differential rotation mechanism 201. The third engagement portion 213 provided on the hollow sun gear shaft 202a and the first engagement portion 211 and the third engagement portion 213 can be engaged with each other, and the first motor shaft 46 and the carrier shaft can be engaged. 45a or the like, and can be engaged with both the first movable engagement member 214 movably disposed in the axial direction, the second engagement portion 212, and the third engagement portion 213, and is movable in the axial direction. And a second movable engagement member 215 disposed. The first movable engagement member 214 and the second movable engagement member 215 are driven by electromagnetic, electric, or hydraulic actuators (not shown), respectively, and the first movable engagement member 214 and the second movable engagement member 215 are driven. Are appropriately driven, and either one or both of the first motor shaft 46 and the carrier shaft 45a can be selectively coupled to the sun gear 202 of the transmission differential rotation mechanism 201. Further, the clutch C12 is connected to a carrier 205 which is an output element of the transmission differential rotation mechanism 201, and has a first engagement portion 221 provided at the tip of a hollow carrier shaft 205a extending toward the rear of the vehicle, and a sun gear shaft. 202a and the second engagement part 222 provided on the carrier shaft 45a extending through the carrier shaft 205a, the third engagement part 223 provided on the drive shaft 67, the first engagement part 221 and the third engagement A first movable engagement member 224 that can be engaged with both the portion 223 and is movable in the axial direction of the first motor shaft 46, the carrier shaft 45a, and the like; a second engagement portion 222; And a second movable engagement member 225 that can be engaged with both of the engagement portions 223 and is movable in the axial direction. The first movable engagement member 224 and the second movable engagement member 225 are driven by an electromagnetic, electric or hydraulic actuator (not shown), respectively, and the first movable engagement member 224 and the second movable engagement member 225 are driven. As appropriate, either one or both of the carrier shaft 205a and the carrier shaft 45a can be selectively coupled to the drive shaft 67.

  In this transmission 200, the shift state (speed ratio) can be set in a plurality of stages as follows. That is, if the carrier shaft 45a is connected to the sun gear 202 of the transmission differential rotation mechanism 201 by the clutch C11 and the carrier shaft 205a is connected to the drive shaft 67 by the clutch C12, the power from the carrier shaft 45a is converted to the differential rotation for transmission. The speed can be changed at a speed ratio based on the gear ratio of the mechanism 201 and transmitted to the drive shaft 67 (this state is referred to as “first speed state (first speed)”). Further, when the first motor shaft 46 is connected to the sun gear 202 of the transmission differential rotation mechanism 201 by the clutch C11 and the carrier shaft 205a is connected to the drive shaft 67 by the clutch C12, the power from the first motor shaft 46 is transmitted. The speed can be changed at a speed ratio based on the gear ratio of the speed change differential rotation mechanism 201 and transmitted to the drive shaft 67 (this state is referred to as “second speed change state (second speed)”). Further, if the clutch C11 is released and the carrier shaft 45a is connected to the drive shaft 67 by the clutch C12 so that neither the carrier shaft 45a nor the first motor shaft 46 is connected to the sun gear shaft 202a, the carrier shaft 45a Power can be transmitted to the drive shaft 67 at a gear ratio of 1 (this state is referred to as “third speed state (third speed)”). In addition, in the transmission 200, if both the carrier shaft 45a and the first motor shaft 46 are connected to the drive shaft 67 by the clutch C11 and the carrier shaft 205a is connected to the drive shaft 67 by the clutch C12, Power or power from at least one of the motors MG1 and MG2 can be mechanically (directly) transmitted to the drive shaft 67 at a fixed gear ratio (first fixed gear ratio) (this state is “1”). -2nd speed simultaneous engagement state "or" first simultaneous engagement state "). If both the carrier shaft 45a and the first motor shaft 46 are connected to the drive shaft 67 by the clutch C11 and the carrier shaft 45a is connected to the drive shaft 67 by the clutch C12, the above-mentioned 1-2 speed simultaneous engagement state is established. The power from the engine 22 or the power from at least one of the motors MG1 and MG2 can be mechanically (directly) transmitted to the drive shaft 67 at different fixed speed ratios (second fixed speed ratios). (This state is referred to as “2nd-3rd simultaneous engagement state” or “second simultaneous engagement state”). Further, if the sun gear 41, which is the second element of the first motor shaft 46, that is, the power distribution and integration mechanism 40, is fixed to the transmission case in a non-rotatable state by a brake (not shown) under the third speed change state, the above-mentioned 1 It becomes possible to mechanically (directly) transmit the power from the engine 22 and the motor MG2 to the drive shaft 67 at a fixed speed ratio different from the -2nd speed simultaneous engagement state and the 2-3th speed simultaneous engagement state. (This state is also an aspect of the simultaneous engagement state and is referred to as “three-speed fixed state”). As described above, even when the planetary gear type transmission 200 is employed, the same effects as those obtained when the parallel shaft type transmission 60 is used can be obtained.

  FIG. 27 is a schematic configuration diagram showing a modified hybrid vehicle 20B. The hybrid vehicles 20 and 20A described above are configured as rear-wheel drive vehicles, whereas the hybrid vehicle 20B according to the modification is configured as a front-wheel drive vehicle that drives the front wheels 69c and 69d. As shown in FIG. 27, the hybrid vehicle 20B includes a sun gear 11, a ring gear 12 disposed concentrically with the sun gear 11, and a carrier 14 that holds a plurality of pinion gears 13 that mesh with both the sun gear 11 and the ring gear 12. A power distribution and integration mechanism 10 which is a single pinion type planetary gear mechanism is included. In this case, the engine 22 is disposed horizontally, and the crankshaft 26 of the engine 22 is connected to the carrier 14 that is the third element of the power distribution and integration mechanism 10. A hollow ring gear shaft 12a is connected to the ring gear 12 that is the first element of the power distribution and integration mechanism 10, and a reduction gear mechanism 50B that is a parallel shaft type gear train and a first motor shaft 46 are connected to the ring gear shaft 12a. The motor MG2 is connected through a second motor shaft 55 extending in parallel with the motor MG2. Then, either one of the first speed gear train (gear 61a) and the third speed gear train (gear 63a) constituting the first speed change mechanism of the transmission 60 is selectively fixed to the ring gear shaft 12a by the clutch C1. Can do. Further, a sun gear shaft 11a is connected to the sun gear 11 that is the second element of the power distribution and integration mechanism 10, and this sun gear shaft 11a is connected to the clutch C0 through a hollow ring gear shaft 12a. The first motor shaft 46, that is, the motor MG1 can be connected. For the first motor shaft 46, one of the second speed gear train (gear 62a) and the fourth speed gear train (gear 64a) constituting the second speed change mechanism of the transmission 60 is selected using the clutch C2. Can be fixed. Thus, the hybrid vehicle according to the present invention may be configured as a front wheel drive vehicle.

  Needless to say, the motor torque adjustment control routines shown in FIGS. 16 and 18 to 20 and the simultaneous engagement drive control routines shown in FIGS. 17 and 21 to 23 can be used depending on the running state. . Further, it goes without saying that the motor torque adjustment routine shown in FIGS. 16 and 18 to 20 and the simultaneous engagement drive control routine shown in FIGS. 17 and 21 to 23 can be arbitrarily combined. Furthermore, each of the hybrid vehicles 20, 20A, 20B may be configured as a four-wheel drive vehicle having a rear wheel drive base or a front wheel drive base. In the above-described embodiments and modifications, the power output device has been described as being mounted on the hybrid vehicle 20, 20A, 20B. However, the power output device according to the present invention is applicable to vehicles other than automobiles, ships, aircrafts, and the like. It may be mounted on a moving body or may be incorporated in a fixed facility such as a construction facility.

  Here, the correspondence between the main elements of the above-described embodiments and modifications and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiments and modifications, the engine 22 corresponds to the “internal combustion engine”, the motor MG2 capable of inputting / outputting power corresponds to the “first electric motor”, and the motor MG1 capable of inputting / outputting power is the “first motor”. The battery 35 that can exchange electric power with the motors MG1 and MG2 corresponds to the “power storage means”, the power distribution integration mechanisms 40, 40A, and 10 correspond to the “power distribution integration mechanism”, and the transmission 60, 100, and 200 correspond to the “transmission transmission means”, step S110 in FIG. 12, step S510 in FIG. 16, FIG. 18 and FIG. 19, step S710 in FIG. 20, step S710 in FIG. The hybrid ECU 70 that executes the process corresponds to “required power setting means”, and the drive control routine of FIGS. 12 and 13 and any of FIGS. 16 and 18 to 20 A combination of a hybrid ECU 70 that executes a motor torque adjustment routine, an engine ECU 24 that controls the engine 22 in accordance with a command from the hybrid ECU 70, and a motor ECU 30 that controls the motors MG1 and MG2 in accordance with a command from the hybrid ECU 70 corresponds to “control means”. To do. Further, the hybrid ECU 70 that executes the simultaneous engagement drive control routine of any of FIGS. 17 and 21 to 23, the engine ECU 24 that controls the engine 22 according to a command from the hybrid ECU 70, and the motor according to the command from the hybrid ECU 70 A combination with the motor ECU 30 that controls the MG1 and MG2 also corresponds to “control means”.

  However, the “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon-based fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. The “first motor” and the “second motor” are not limited to the synchronous generator motors such as the motors MG1 and MG2, and may be any other type such as an induction motor. The “storage means” is not limited to a secondary battery such as the battery 35, but may be of any other type such as a capacitor as long as it can exchange electric power with an electric power drive input / output means or an electric motor. Absent. The “power distribution and integration mechanism” includes a first element connected to the rotation shaft of the first motor, a second element connected to the rotation shaft of the second motor, and a third element connected to the engine shaft of the internal combustion engine. As long as it has a power based on the power input / output to / from any two of these three elements, any other type may be used. The “transmission transmission means” is capable of selectively connecting either one or both of the first and second elements of the power distribution and integration mechanism to the drive shaft, and the power from the first element and the power from the second element. As long as each of them can be transmitted to the drive shaft at a predetermined gear ratio, any other type may be used. The “required power setting means” is not limited to the one that sets the required torque T * based on the accelerator opening Acc and the vehicle speed V, but may be any device that sets the required power according to the driver's driving force request operation. Any other type such as a type that sets the required torque based only on the accelerator opening Acc may be used. The “control means” is a state in which the internal combustion engine is operated in a state where one of the first and second elements and the drive shaft are connected by the transmission transmission means, and the first and second electric motors are driven and controlled. When a predetermined simultaneous connection condition is satisfied, the power based on the required power is applied to the drive shaft with the rotation speed adjustment process, the connection between the other of the first and second elements and the drive shaft, and the torque adjustment process. Any other type of electronic control unit such as a single electronic control unit may be used as long as it controls the internal combustion engine, the first and second electric motors, and the shift transmission means so as to be output. The “control means” is a mode in which the internal combustion engine is operated and the first and second electric motors are driven and controlled while both the first and second elements and the drive shaft are connected by the transmission transmission means. When a predetermined simultaneous connection release condition is satisfied, the power based on the requested power is generated with the torque adjustment process and the release of the connection between one of the first and second elements and the drive shaft by the transmission means. Any other type of electronic control unit such as a single electronic control unit may be used as long as it controls the internal combustion engine, the first and second electric motors, and the shift transmission means so as to be output to the drive shaft. Absent. In any case, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems is the same as the means for the embodiments to solve the problems. Since this is an example for specifically explaining the best mode for carrying out the invention described in the column, the elements of the invention described in the column for means for solving the problems are not limited. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

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

1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. When the hybrid vehicle 20 travels with the engagement of the clutch C0 and the operation of the engine 22, the number of revolutions of the main elements of the power distribution and integration mechanism 40 and the transmission 60 when the transmission state of the transmission 60 is changed is changed. It is explanatory drawing which illustrates the relationship of torque. It is explanatory drawing similar to FIG. It is explanatory drawing similar to FIG. It is explanatory drawing similar to FIG. It is explanatory drawing similar to FIG. It is explanatory drawing similar to FIG. It is explanatory drawing similar to FIG. It is explanatory drawing which shows an example of the alignment chart showing the relationship between the rotation speed and torque in each element of the power distribution integration mechanism 40 when the motor MG1 functions as a generator and the motor MG2 functions as an electric motor. It is explanatory drawing which shows an example of the collinear diagram showing the relationship between the rotation speed and torque in each element of the power distribution integration mechanism 40 when the motor MG2 functions as a generator and the motor MG1 functions as an electric motor. FIG. 4 is an explanatory diagram for explaining a motor travel mode in hybrid vehicle 20. 7 is a flowchart illustrating an example of a drive control routine executed by the hybrid ECU when the hybrid vehicle is caused to travel with the engagement of the clutch and the operation of the engine. 7 is a flowchart illustrating an example of a drive control routine executed by the hybrid ECU when the hybrid vehicle is caused to travel with the engagement of the clutch and the operation of the engine. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which illustrates the correlation curve (equal power line) of the operating line of the engine 22, engine speed Ne, and engine torque Te. 4 is a flowchart showing an example of a motor torque adjustment routine executed by a hybrid ECU 70. 4 is a flowchart showing an example of a simultaneous engagement drive control routine executed by a hybrid ECU 70; It is a flowchart which shows the other example of a motor torque adjustment routine. It is a flowchart which shows the further another example of a motor torque adjustment routine. It is a flowchart which shows the other example of a motor torque adjustment routine. It is a flowchart which shows the other example of the drive control routine at the time of simultaneous engagement. It is a flowchart which shows the other further example of the drive control routine at the time of simultaneous engagement. It is a flowchart which shows the other example of the drive control routine at the time of simultaneous engagement. It is a schematic block diagram of the hybrid vehicle 20A which concerns on a modification. FIG. 3 is a schematic configuration diagram of another transmission 100 that can be applied to a hybrid vehicle 20 or the like. FIG. 5 is a schematic configuration diagram of another transmission 200 that can be applied to a hybrid vehicle 20 or the like. It is a schematic block diagram of the hybrid vehicle 20B which concerns on a modification.

Explanation of symbols

  20, 20A, 20B Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 motor electronic control unit (motor ECU), 31, 32 inverter, 33, 34 rotational position Detection sensor, 35 battery, 36 battery electronic control unit (battery ECU), 37 temperature sensor, 39 power line, 40, 40A, 10 power distribution integration mechanism, 41, 51, 11, 111, 121, 202 sun gear, 41a, 11a, 202a Sun gear shaft, 42, 52, 12, 112, 122, 203 Ring gear, 42a, 12a Ring gear shaft, 43, 44, 53, 13, 113, 123, 204 Pinion gear, 45, 54, 14, 114, 205 Carrier 45 , 205a Carrier shaft, 46 First motor shaft, 50, 50B Reduction gear mechanism, 55 Second motor shaft, 60, 100, 200 Transmission, 61a, 62a, 63a, 64a Counter drive gear, 61b, 62b, 63b, 64b Counter driven gear, 65 Counter shaft, 65b, 66a gear, 67 Drive shaft, 68 Differential gear, 69a, 69b Rear wheel, 69c, 69d Front wheel, 70 Hybrid electronic control unit (hybrid ECU), 72 CPU, 74 ROM, 76 RAM , 78 timer, 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, 87 Vehicle speed sensor, 90, 91, 92 actuator, 110 first shifting planetary gear mechanism, 120 second shifting planetary gear mechanism, 130 stator, 201 shifting differential rotation mechanism, 211, 221 first engaging portion, 212 , 222 Second engaging portion, 213, 223 Third engaging portion, 214, 224 First movable engaging member, 215, 225 Second movable engaging member, B1, B2, B3 Brake, C0, C1, C2, C11, C12 clutch, MG1, MG2 motor.

Claims (23)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of inputting and outputting power;
A second electric motor capable of inputting and outputting power;
Power storage means capable of exchanging electric power with each of the first and second electric motors;
The first element connected to the rotating shaft of the first motor, the second element connected to the rotating shaft of the second motor, and the third element connected to the engine shaft of the internal combustion engine, and these three elements A power distribution and integration mechanism that inputs and outputs power based on power input and output to any two of the elements to the remaining one;
Either or both of the first and second elements of the power distribution and integration mechanism can be selectively connected to the drive shaft, and the power from the first element and the power from the second element can be combined. Shift transmission means capable of transmitting to the drive shaft at a predetermined transmission ratio,
Required power setting means for setting required power which is power required for the drive shaft;
The internal combustion engine is operated in a state in which one of the first and second elements and the drive shaft are connected by the shift transmission means, and the first and second electric motors are driven and controlled. If the other of the first and second elements is connected to the drive shaft while one of the first and second elements is connected to the drive shaft when the simultaneous connection condition is satisfied, the first A rotation speed adjustment process for adjusting the rotation speed of the first or second motor corresponding to the other of the first and second elements so that the other of the second element and the second element can be connected to the drive shaft; The first and second motors are connected to each other in a state in which the other of the first and second elements is connected to the drive shaft, and both the first and second elements are connected to the drive shaft by the transmission mechanism. Both sides will effectively torque The internal combustion engine and the internal combustion engine so that power based on the set required power is output to the drive shaft together with torque adjustment processing for adjusting the output torque of the first and second electric motors so as not to force Control means for controlling the first and second electric motors and the shift transmission means;
A power output device comprising:   The torque adjustment processing is based on the required power at a predetermined timing and the required power, assuming that it is in a pre-shift state before both the first and second elements and the drive shaft are connected by the shift transmission means. The required motor torque for the first and second motors determined based on the required engine torque for the internal combustion engine is set as a starting point torque, and a value of 0 is set for one of the first and second motors for the other. A value equal to or greater than 0 based on the required power and the required engine torque at the timing is set as an end point torque, and the internal combustion engine outputs torque based on the required engine torque and torque output by the first and second motors Are changed from the starting point torque to the end point torque, respectively. Power output apparatus according to claim 1 is a process for controlling the second electric motor.   Each time the required power is set during execution of the torque adjustment process, the control means performs the first and the second based on the set required power and the required engine torque for the internal combustion engine based on the required power. The starting torque and the ending torque for the second electric motor are set, the internal combustion engine outputs torque based on the required engine torque, and the torque output by the first and second electric motors is the starting torque, respectively. The power output apparatus according to claim 2, wherein the internal combustion engine and the first and second electric motors are controlled so as to gradually change from the first torque to the end torque.   The control means is a required power set immediately before both the first and second elements are connected to the drive shaft by the shift transmission means at the start of execution of the torque adjustment process, and the internal combustion engine based on the required power. The required motor torque for the first and second motors determined on the basis of the required engine torque for the engine is set as the starting torque, and is set each time the required power is set during execution of the torque adjustment process. And setting the end point torque for the first and second electric motors based on the required power and the required engine torque for the internal combustion engine based on the required power, and the internal combustion engine outputs torque based on the required engine torque And the torque output by the first and second motors changes from the starting point torque to the end point torque, respectively. Power output apparatus according to claim 2 for controlling the internal combustion engine and said first and second motors so as to change people to.   The control means is a required power set immediately before both the first and second elements are connected to the drive shaft by the shift transmission means at the start of execution of the torque adjustment process, and the internal combustion engine based on the required power. The starting torque and the ending torque for the first and second electric motors are set based on a required engine torque for the engine, and the internal combustion engine is a torque based on the required engine torque each time the required power is set. And controlling the internal combustion engine and the first and second motors so that the torques output by the first and second motors gradually change from the starting point torque to the end point torque, respectively. The power output apparatus according to 2.   When the torque adjustment process is executed, the control means sets a value of 0 for one of the first and second motors and a value of 0 or more based on the set required power and the required engine torque for the other. Set as a torque command, the internal combustion engine outputs torque based on the required engine torque, and the first and second electric motors output torque based on the torque command, and the internal combustion engine and the first and second The power output apparatus of Claim 1 which controls an electric motor.   The control means outputs the torque based on the set required power after the completion of the torque adjustment process, and prevents the first and second electric motors from substantially outputting torque. The power output apparatus according to any one of claims 1 to 6, which controls an internal combustion engine and the first and second electric motors.   The control means, after completion of the torque adjustment process, the internal combustion engine outputs a torque based on the set required power, one of the first and second electric motors does not output a torque, and the 8. The internal combustion engine and the first and second electric motors are controlled such that the other of the first and second electric motors outputs a torque based on a shortage of power by the internal combustion engine with respect to the required power. The power output apparatus in any one.   The control means is configured such that the internal combustion engine is operated in a state where both the first and second elements and the drive shaft are connected by the transmission transmission means, and the first and second electric motors are driven and controlled. When the connection between one of the first and second elements and the drive shaft is released when a predetermined simultaneous connection release condition is satisfied during the operation, the first and second transmission transmission means With both elements connected to the drive shaft, power is transferred between the first and second motors so that the first and second motors connect only the other of the first and second elements to the drive shaft. A second torque adjustment process for outputting the power to be output at the time, and releasing the connection between one of the first and second elements and the drive shaft by the shift transmission means, The configured request The power output apparatus according to claim 1 in which the power based on the force to the controls and the internal combustion engine and the first and second motors and the change speed transmission mechanism so as to be output to the drive shaft 8.   In the second torque adjustment process, one of the first and second motors is assumed to be in a simultaneous connection state in which both the first and second elements and the drive shaft are connected by the shift transmission means. A value 0 or more based on the required power and the required engine torque at a predetermined timing for the other is set as a starting point torque, and one of the first and second elements by the shift transmission means and the drive shaft are set. The required motors for the first and second motors are determined based on the required power at a predetermined timing and the required engine torque for the internal combustion engine based on the required power as being in a post-shift state after being disconnected from The torque is set as an end point torque, and the internal combustion engine outputs a torque based on the required engine torque and the first 10. The power output according to claim 9, which is a process of controlling the internal combustion engine and the first and second motors such that torque output by the second motor and the second motor change from the start point torque to the end point torque, respectively. apparatus.   The control means performs the second torque adjustment process based on the set required power and the required engine torque for the internal combustion engine based on the required power each time the required power is set. The starting torque and the ending torque for the first and second motors are set, the internal combustion engine outputs torque based on the required engine torque, and torques output by the first and second motors are respectively The power output apparatus according to claim 10, wherein the internal combustion engine and the first and second electric motors are controlled so as to gradually change from the start point torque to the end point torque.   The control means sets a required motor torque for the first and second motors set immediately before the execution of the second torque adjustment process as the start point torque, and the required power during the torque adjustment process is set. Is set based on the set required power and the required engine torque for the internal combustion engine based on the required power, and the end point torque for the first and second electric motors is set. Outputs torque based on the required engine torque, and the torque output by the first and second motors gradually changes from the start point torque to the end point torque, respectively. The power output device according to claim 10 which controls two electric motors.   The control means sets the required motor torque for the first and second motors set immediately before the start of the execution of the second torque adjustment process as the start point torque, and starts the execution of the second torque adjustment process. The end point torque for the first and second motors is set based on the required power set at the time and the required engine torque for the internal combustion engine based on the required power, and each time the required power is set, The internal combustion engine and the first engine output torque based on the required engine torque, and the torque output by the first and second electric motors gradually changes from the start point torque to the end point torque. The power output device according to claim 10, wherein the power output device controls the second electric motor.   In the execution of the second torque adjustment process, the control means includes the first or second element by the shift transmission means under the set required power, the required engine torque, and the post-shift state. A torque command for the first and second electric motors is set based on a gear ratio with the drive shaft, the internal combustion engine outputs a torque based on the required engine torque, and the first and second electric motors The power output apparatus according to claim 9, wherein the internal combustion engine and the first and second electric motors are controlled so as to output a torque based on the torque command.   In the rotation speed adjustment process, the rotation speed of the first or second electric motor corresponding to the other of the first and second elements is converted to the first element of the power distribution and integration mechanism by the shift transmission means and the drive shaft. 15. The process according to claim 1, wherein the target rotational speed is made to coincide with a speed ratio between the second element and the drive shaft and a rotational speed of the drive shaft. Power output device.   The control means controls the internal combustion engine and the first and second electric motors in consideration of both a mechanical loss in the power distribution and integration mechanism and an electric loss associated with driving of the first and second electric motors. The power output device according to any one of claims 1 to 15.   The transmission transmission means includes a first transmission mechanism having at least one parallel shaft type gear train capable of connecting any one of the first and second elements of the power distribution and integration mechanism to the drive shaft; 17. A parallel shaft transmission including a second transmission mechanism having at least one parallel shaft type gear train capable of connecting the other of the first and second elements to the drive shaft. Power output device.   The shift transmission means includes a first planetary gear mechanism that can connect the first element of the power distribution and integration mechanism to the drive shaft, and a second planetary gear mechanism that can connect the second element of the power distribution and integration mechanism to the drive shaft. The power output device according to any one of claims 1 to 16, wherein the power output device is a planetary gear type transmission including a two planetary gear mechanism.   The speed change transmission means includes a planetary gear mechanism capable of connecting one of the first and second elements of the power distribution and integration mechanism to the drive shaft, and the other of the first and second elements as the drive shaft. The power output device according to any one of claims 1 to 16, wherein the power output device is a planetary gear type transmission including a connectable connecting mechanism.   A hybrid vehicle comprising the power output device according to claim 1 and including drive wheels driven by power from the drive shaft. A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first electric motor capable of inputting and outputting power;
A second electric motor capable of inputting and outputting power;
Power storage means capable of exchanging electric power with each of the first and second electric motors;
The first element connected to the rotating shaft of the first motor, the second element connected to the rotating shaft of the second motor, and the third element connected to the engine shaft of the internal combustion engine, and these three elements A power distribution and integration mechanism that inputs and outputs power based on power input and output to any two of the elements to the remaining one;
Either or both of the first and second elements of the power distribution and integration mechanism can be selectively connected to the drive shaft, and the power from the first element and the power from the second element can be combined. Shift transmission means capable of transmitting to the drive shaft at a predetermined transmission ratio,
Required power setting means for setting required power which is power required for the drive shaft;
The internal combustion engine is operated in a state where both the first and second elements and the drive shaft are connected by the speed change transmission means, and the first and second electric motors are controlled while being driven. In the case where the connection between one of the first and second elements and the drive shaft is released when the simultaneous connection release condition is established, both the first and second elements are Power is transferred between the first and second motors while being connected to the drive shaft, and the first and second motors output when only the other of the first and second elements is connected to the drive shaft. Based on the set required power, with torque adjustment processing for outputting power to be output, and release of connection between one of the first and second elements and the drive shaft by the shift transmission means Power is the above And control means for the control of the internal combustion engine and the first and second motors and the change speed transmission mechanism so as to be output to the rotary shaft,
A power output device comprising: A drive shaft, an internal combustion engine, first and second electric motors capable of inputting / outputting power, electric storage means capable of exchanging electric power with each of the first and second electric motors, and a rotary shaft of the first electric motor; The first element to be connected, the second element connected to the rotating shaft of the second electric motor, and the third element connected to the engine shaft of the internal combustion engine, and any two of these three elements A power distribution / integration mechanism that inputs / outputs power based on the power input / output to / from the remaining one, and either or both of the first and second elements of the power distribution / integration mechanism are selectively used as the drive shaft. And a speed change transmission means that can transmit the power from the first element and the power from the second element to the drive shaft at a predetermined speed ratio, respectively. Because
(A) The internal combustion engine is operated in a state in which one of the first and second elements and the drive shaft are connected by the transmission means, and the first and second motors are driven and controlled. The first or second electric motor corresponding to the other of the first and second elements so that the other of the first and second elements can be connected to the drive shaft when a predetermined simultaneous connection condition is established. Adjusting the number of revolutions of
(B) connecting the other of the first and second elements and the drive shaft by the shift transmission means;
(C) The first and second motors substantially stop outputting torque in a state where both the first and second elements are connected to the drive shaft by the shift transmission means. Adjusting the output torque of the second electric motor;
A method for controlling a power output apparatus including: A drive shaft, an internal combustion engine, first and second electric motors capable of inputting / outputting power, electric storage means capable of exchanging electric power with each of the first and second electric motors, and a rotary shaft of the first electric motor; The first element to be connected, the second element connected to the rotating shaft of the second electric motor, and the third element connected to the engine shaft of the internal combustion engine, and any two of these three elements A power distribution / integration mechanism that inputs / outputs power based on the power input / output to / from the remaining one, and either or both of the first and second elements of the power distribution / integration mechanism are selectively used as the drive shaft. And a speed change transmission means that can transmit the power from the first element and the power from the second element to the drive shaft at a predetermined speed ratio, respectively. Because
(A) The internal combustion engine is operated in a state in which both the first and second elements and the drive shaft are connected by the transmission means, and the first and second motors are driven and controlled. When a predetermined simultaneous connection release condition is satisfied, the power is transferred between the first and second electric motors with both the first and second elements connected to the drive shaft by the shift transmission means. Each of the first and second electric motors outputs power to be output when only the other of the first and second elements is connected to the drive shaft;
(B) releasing the connection between one of the first and second elements and the drive shaft by the transmission means;
A method for controlling a power output apparatus including:

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