JP4941096B2 - POWER OUTPUT DEVICE, VEHICLE HAVING THE SAME, AND METHOD FOR CONTROLLING POWER OUTPUT DEVICE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly output braking force from a power output device equipped with two motors and a gear-shift transmission means to a driving shaft. <P>SOLUTION: In a hybrid car 20, when a brake pedal 85 is stepped on by a driver while the hybrid car 20 is traveling in two motor traveling modes accompanied by the release of a clutch C0 and the stop of an engine 22, motors MG1 and MG2 are controlled so that target torque Tr* as regenerative braking force based on request braking force BF* corresponding to the stepping-on of the brake pedal 85 can be output to a driving shaft 67 in a simultaneous engagement state in which a carrier shaft 45a and a first motor shaft 46, that is, both the rotary shafts of the motors MG1 and MG2 are connected to the driving shaft 67 by a transmission 60. <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 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).
JP-A-2005-155891 JP 2003-106389 A

  The power output apparatus described in each of the above patent documents can apply a braking force to the output shaft by shifting the regenerative torque generated by any one of the electric motors by the transmission and transmitting it to the output shaft. However, it is difficult to continuously obtain a relatively large regenerative braking force using only one electric motor from the viewpoint of heat generation and efficiency of the electric motor.

  Therefore, one of the main objects of the present invention is to more appropriately output a braking force to a drive shaft from a power output device including two electric motors and a transmission transmission means. Another object of the present invention is to continuously output a relatively large regenerative braking force to a drive shaft in a power output device including two electric motors and a transmission transmission means.

  The power output apparatus according to the present invention, the vehicle including the power output apparatus, 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,
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;
Either or both of the rotating shaft of the first motor and the rotating shaft of the second motor can be selectively connected to the drive shaft, and the power from the first motor and the second motor Shift transmission means capable of transmitting power to the drive shaft at a predetermined speed ratio,
Requested braking force setting means for setting a requested braking force corresponding to a braking request operation;
When the braking request operation is performed, a regenerative braking force based on the set required braking force in a state where both the rotation shafts of the first and second motors are connected to the drive shaft by the shift transmission means. Control means for controlling the first and second electric motors so as to be output to the drive shaft;
Is provided.

  In this power output apparatus, when a braking request operation is performed, the shift transmission unit is based on a required braking force according to the braking request operation in a state where both the rotation shafts of the first and second motors are connected to the drive shaft. The first and second electric motors are controlled so that the regenerative braking force is output to the drive shaft. Accordingly, it is possible to more appropriately output the braking force from the power output device to the drive shaft using both the first and second electric motors.

  Further, the control means outputs the regenerative braking force with the main motor, which is one of the first and second motors, giving priority to the sub motor, which is the other of the first and second motors, and is set as described above. The first and second electric motors may be controlled such that a regenerative braking force based on the requested braking force is output to the drive shaft. As a result, the main motor, which is one of the first and second motors, mainly outputs the regenerative braking force, and the sub-motor, which is the other of the first and second motors, needs a regenerative braking force that is insufficient. Therefore, it is possible to continuously output a relatively large regenerative braking force to the drive shaft while suppressing the regenerative restriction due to the heat generation of the first or second motor and the deterioration of the respective motor efficiency. It becomes. If the main motor outputs the regenerative braking force in preference to the sub motor in this way, the drive shaft is caused by the difference in responsiveness to the command value between the first motor and the second motor. Fluctuation of the regenerative braking force that is output to and the occurrence of vibration can be suppressed.

  In this case, the main motor may be one of the first and second motors having a larger gear ratio with the drive shaft by the shift transmission means. As a result, the regenerative torque to be output to the main motor can be reduced, so that it is possible to reduce the regenerative limitation due to the heat generation of the first or second motor and the deterioration of the respective motor efficiency, while suppressing the drive shaft. A continuous output of a relatively large regenerative braking force can be realized stably.

  Further, the control means sets the target regenerative torque of the main motor based on the set required braking force so as not to exceed at least the rated regenerative torque of the main motor, and the set required braking force and The target regeneration torque of the auxiliary motor may be set based on the set target regeneration torque of the main motor. Thereby, it becomes possible to make the target regenerative torque of the first and second motors (the main motor and the sub motor) more appropriate. In this case, the control means may set the target torque of the main motor to be equal to or higher than a predetermined minimum output that is less than the rated torque of the main motor and smaller than the rated torque.

  Further, the control means is configured such that the regenerative torque by the first electric motor and the regenerative torque by the second electric motor become substantially equal and a regenerative braking force based on the set required braking force is output to the drive shaft. The first and second electric motors may be controlled. As a result, when the braking force is output from the power output device to the drive shaft using both the first and second motors in response to the braking request operation, the first and second are controlled under a relatively simple control procedure. A relatively large regenerative braking force can be continuously obtained while suppressing any one of the motors from generating excessive heat.

  Further, the control means is configured so that a work performed by the first motor and a work performed by the second motor are substantially equal and a regenerative braking force based on the set required braking force is output to the drive shaft. The first and second electric motors may be controlled. Even with such a control means, when the braking force is output from the power output device to the drive shaft using both the first and second motors in response to the braking request operation, the control means is operated under a relatively simple control procedure. A relatively large regenerative braking force can be continuously obtained while suppressing any one of the first and second motors from generating excessive heat.

  Further, the control means is configured so that the heat generated by the first electric motor and the heat generated by the second electric motor are approximately the same, and the regenerative braking force based on the set required braking force is output to the drive shaft. The first and second electric motors may be controlled. Even with such a control means, when the braking force is output from the power output device to the drive shaft using both the first and second electric motors in response to the braking request operation, either one of the first or second electric motors is used. It is possible to continuously obtain a relatively large regenerative braking force while suppressing excessive heat generation. Note that the heat generation of the first and second electric motors may be any of the cases where the cooling of the first and second electric motors is not considered.

  In this case, the control means causes the first and second motors to output based on the set required braking force so that the sum of the loss of the first motor and the loss of the second motor is minimized. A target regeneration torque may be set. If the target regenerative torque to be output to the first and second motors is set in this manner, the heat generation of the first motor and the heat generation of the second motor can be made comparable.

  An internal combustion engine; 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. And a power distribution and integration mechanism configured such that these three elements can be differentially rotated with each other, a connection between the first motor and the first element, a connection between the second motor and the second element, and The transmission transmission means may further include connection / disconnection means capable of executing connection of the drive source element, which is one of connections between the internal combustion engine and the third element, and release of the connection of the drive source element. Either or both of the first element and the second element of the power distribution and integration mechanism can be selectively coupled to the drive shaft, and the power from the first element and the second element With the predetermined gear ratio. The control means may perform regeneration based on the set required braking force in a state where the connection of the drive source element by the connection / disconnection means is released and the internal combustion engine is stopped. The first and second electric motors may be controlled so that a braking force is output to the drive shaft. That is, when the drive source element connection by the connection / disconnection means is released and the internal combustion engine is stopped, the regenerative braking force by the first electric motor and the regenerative braking force by the second electric motor are respectively predetermined by the transmission transmission means. It is possible to shift the gear ratio and transmit it to the drive shaft. Therefore, under such a configuration, a relatively large regenerative braking force is applied to the drive shaft using the first and second motors while suppressing regeneration limitation and deterioration of motor efficiency due to heat generation of the first or second motor. It is possible to output continuously. However, the drive source element connection by the connection / disconnection means may be released and the internal combustion engine may be stopped before the braking request operation is performed or when the braking request operation is performed. .

  Furthermore, the power output apparatus according to the present invention includes an internal combustion engine, a first element connected to the rotation shaft of the first electric motor, a second element connected to the rotation shaft of the second electric motor, and the engine shaft of the internal combustion engine. A power distribution and integration mechanism configured to be capable of differentially rotating the three elements with each other, a connection between the first motor and the first element, and a second motor. And further comprising a connection / disconnection means capable of executing connection of the drive source element which is one of connection between the second element and connection between the internal combustion engine and the third element, and release of the connection of the drive source element. The shift transmission means may selectively connect one or both of the first element and the second element of the power distribution and integration mechanism to the drive shaft, and from the first element. And the power from the second element. Each of the first and second elements of the power distribution and integration mechanism may be coupled to the drive shaft by the shift transmission means. When the braking request operation is performed during the operation, the regenerative braking force by the first and second motors and the braking force by the engine brake of the internal combustion engine are maintained while maintaining the connection of the drive source element. The first and second electric motors and the internal combustion engine may be controlled such that a braking force based on the set required braking force is output to the drive shaft. That is, in the state where the drive source element connection by the connection / disconnection means is maintained, the braking force by the engine brake can be output from the internal combustion engine to the drive shaft. Therefore, under such a configuration, the braking load of the first and second motors is reduced, and the drive is suppressed while suppressing the regeneration limitation due to the heat generation of the first or second motor and the deterioration of the respective motor efficiency. A continuous output of the regenerative braking force with respect to the shaft can be stably realized.

  The transmission transmission means includes a first transmission mechanism having at least one parallel shaft type gear train capable of connecting either 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.

  The transmission 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 the hybrid vehicle drives a relatively large regenerative braking force using the first and second motors while suppressing the regeneration limitation and the deterioration of motor efficiency due to the heat generated by the first or second motors. Since it can output continuously to the shaft, this hybrid vehicle can improve fuel consumption and running performance satisfactorily.

  In this case, the hybrid vehicle may further include friction braking means capable of outputting an arbitrary friction braking force regardless of the braking request operation by the driver. Thus, it is possible to satisfactorily ensure the braking force based on the braking request operation by the driver by coordinating the regenerative braking by the first and second motors and the friction braking by the friction braking means.

The power output apparatus control method according to the present invention includes a drive shaft, first and second electric motors each capable of inputting / outputting power, electric storage means capable of exchanging electric power with each of the first and second electric motors, Either or both of the rotation shaft of the first motor and the rotation shaft of the second motor can be selectively connected to the drive shaft, and the power from the first motor and the power from the second motor And a shift transmission means capable of transmitting to the drive shaft at a predetermined speed ratio, respectively,
(A) When a braking request operation is performed while both the rotation shafts of the first and second motors are connected to the drive shaft by the shift transmission means, a request control corresponding to the braking request operation is performed. Controlling the first and second electric motors such that a regenerative braking force based on power is output to the drive shaft;
Is included.

  According to this method, it is possible to more appropriately output the braking force from the power output device to the drive shaft using both the first and second electric motors.

  In this case, in the step (a), the main motor which is one of the first and second motors outputs a regenerative braking force in preference to the sub motor which is the other of the first and second motors. The first and second electric motors may be controlled such that a regenerative braking force based on a required braking force is output to the drive shaft. In step (a), the regenerative torque generated by the first electric motor and the regenerative torque generated by the second electric motor are substantially equal and the regenerative braking force based on the required braking force is output to the drive shaft. The first and second electric motors may be controlled. Further, in step (a), the work performed by the first motor and the work performed by the second motor are substantially equal and the regenerative braking force based on the required braking force is output to the drive shaft. The first and second electric motors may be controlled. In the step (a), the first electric motor and the second electric motor have the same heat generation, and the regenerative braking force based on the required braking force is output to the drive shaft. And you may control a 2nd electric motor.

  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, an electronically controlled hydraulic brake unit (hereinafter simply referred to as “brake unit”) 90 that is a braking means that can output friction braking force, and a hybrid vehicle 20 Equipped with a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 and the like A.

  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. Calculation of charge / discharge required power Pb *, input limit Win as charge allowable power that is power allowable for charge of battery 35 based on remaining capacity SOC and battery temperature Tb, and allowance for discharge of battery 35 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, for example, 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 300 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 according to the embodiment, the gear ratio (transmission ratio) G (1) of the first speed gear train is the largest, and the gear ratio is shifted to the second speed gear train, the third speed gear train, and the fourth speed gear train. G (n) becomes small.

  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 301 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 C2 is, for example, one of an engagement portion fixed to the first motor shaft 46, an engagement portion fixed to the second gear 62a, and an engagement 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 302. 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 brake unit 90 is provided with respect to the master cylinder 91, the hydraulic (fluid pressure) brake actuator 92, the rear wheels 69a and 69b as driving wheels, and the front wheels (not shown), and sandwiches brake disks attached to the wheels. Wheel cylinders 93a to 93d that drive brake pads that can apply friction braking force to the corresponding wheels, and wheel cylinder pressures that are provided for each of the wheel cylinders 93a to 93d and that detect the oil pressure (wheel cylinder pressure) of the corresponding wheel cylinder A sensor (not shown), a brake electronic control unit (hereinafter referred to as “brake ECU”) 95 for controlling the brake actuator 92, and the like are included. The brake actuator 92 is a pump or accumulator as a hydraulic pressure generation source (not shown), a master cylinder cut solenoid valve for controlling the communication state between the master cylinder 91 and the wheel cylinders 93a to 93d, and a pedal depression force according to the depression amount of the brake pedal 85. A stroke simulator or the like that creates a reaction force is provided, and a friction braking force can be applied to the rear wheels 69a and 69b and other wheels regardless of the operation of the driver to depress the brake pedal 85. The brake ECU 95 detects a brake pedal stroke BS from the brake pedal stroke sensor 86, a master cylinder pressure from a master cylinder pressure sensor (not shown) that detects a master cylinder pressure, and a wheel cylinder pressure sensor via a signal line (not shown). The wheel cylinder pressure, the vehicle speed V from the vehicle speed sensor 87, the wheel speed from the wheel speed sensor (not shown), the steering angle from the steering angle sensor (not shown), etc. are input, and various signals are transmitted by communication with the hybrid ECU 70 and the like. Communicate. The brake ECU 95 can also execute so-called ABS control, traction control (TRC), vehicle stabilization control (VSC), and the like based on various parameters such as wheel speed, vehicle longitudinal and lateral acceleration, yaw rate, and steering angle. is there.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores various processing programs, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown). Etc. 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 position Acc from the accelerator pedal position sensor 84 to be detected, the brake pedal stroke BS from the brake pedal stroke 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, the battery ECU 36, and the brake ECU 95. Is doing. The hybrid ECU 70 also controls the actuators 300 to 302 of the clutch C0 and the clutches C1 and C2 of the transmission 60. In the hybrid vehicle 20 of the embodiment, as the shift position SP of the shift lever 81, a parking position (P position) used during parking, a reverse position (R position) for reverse travel, a neutral position (N position), normal In addition to the forward drive position (D position: first shift position), a brake position (a greater braking force than when the D position is selected when the accelerator is off under predetermined conditions) B position) is prepared.

  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 third 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 rotation speed of the stopped motor MG1 is synchronized with the rotation 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. In the case where the required driving force increases under these motor driving modes or the remaining capacity SOC of the battery 35 decreases, no power is output according to the gear ratio of the transmission 60. The cranking of the engine 22 by the motor MG1 or MG2 is executed, and the engine 22 is thereby started.

  Subsequently, referring to FIG. 12 to FIG. 16, any one of the above-mentioned 1-2 speed simultaneous engagement state, 2-3 speed simultaneous engagement state, and 3-4 speed simultaneous engagement state (hereinafter referred to as “Nth” The operation of the hybrid vehicle 20 when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling under the “simultaneous engagement state” (where N = 1, 2, or 3). Will be described. Here, first, the braking operation will be described under the two-motor travel mode in which the clutch C0 is in the released state and the power from both the motors MG1 and MG2 can be used with reference to FIGS. FIG. 12 is a flowchart illustrating an example of a two-motor running braking control routine executed by the hybrid ECU 70 when the two-motor running mode is selected. This routine is executed at predetermined time intervals (for example, every several milliseconds) by the hybrid ECU 70 when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling under the two-motor traveling mode. Is.

  At the start of the two-motor running braking control routine of FIG. 12, the CPU 72 of the hybrid ECU 70 determines the accelerator opening Acc from the accelerator pedal position sensor 84, the shift position SP from the shift position sensor 82, the vehicle speed V from the vehicle speed sensor 87, Input processing of data necessary for control such as the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, the current shift speeds nc and ns of the transmission 60, the input limit Win of the battery 35, and the required regenerative braking torque RBT is executed (step S100). . Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 30 by communication. In addition, the current gear stage number nc indicates the one provided for the connection between the carrier shaft 45 a (carrier 45) and the drive shaft 67 in the first and third gear trains of the transmission 60. When the carrier shaft 45a and the drive shaft 67 are connected via any one of the third gear train and the third gear train, they are stored in a predetermined area of the RAM 76. The current gear stage number ns indicates the one provided for the connection between the first motor shaft 46 (sun gear 41) and the drive shaft 67 in the second and fourth gear trains of the transmission 60. When the first motor shaft 46 and the drive shaft 67 are connected via either the first gear train or the fourth gear train, they are stored in a predetermined area of the RAM 76. Further, the input limit Win of the battery 35 is input from the battery ECU 36 by communication. The requested regenerative braking torque RBT is input from the brake ECU 95 by communication. Here, when the brake pedal 85 is depressed by the driver, the brake ECU 95 uses the brake pedal stroke BS from the brake pedal stroke sensor 86 and a predetermined pedal force setting map (not shown) by the driver. The pedal depression force Fpd applied to is calculated, and the requested braking force BF * requested by the driver is set using the calculated pedal depression force Fpd and the requested braking force setting map illustrated in FIG. In the embodiment, the required braking force setting map is predetermined and stored in the ROM of the brake ECU 95 so as to define the relationship between the pedal depression force Fpd by the driver and the required braking force BF *. Further, the brake ECU 95 uses the set required braking force BF *, the vehicle speed V from the vehicle speed sensor 87, and the regenerative distribution ratio setting map illustrated in FIG. 14 to request the regenerative braking force RBF * (= d ×) for the motor MG2. BF *) and the required friction braking force FBF * (= (1-d) × BF *) for the brake unit 90 (brake actuator 92) are set. In the embodiment, the regenerative distribution ratio setting map shows the relationship between the vehicle speed V and the distribution ratio d between the regenerative braking force by at least one of the motors MG1 and MG2 and the friction braking force by the brake unit 90 with respect to the required braking force BF *. Is prepared in advance so as to prescribe and stored in the ROM of the brake ECU 95. Then, the brake ECU 95 transmits a required regenerative braking torque RBT obtained by multiplying the required regenerative braking force RBF * by a predetermined conversion coefficient to the hybrid ECU 70.

  After the data input process of step S100, when the depression of both the accelerator pedal 83 and the brake pedal 85 is released based on the input accelerator opening Acc, the vehicle speed V, and the shift position SP, that is, in the accelerator off state. A base torque (required driving force when the accelerator is off) Tb to be output to the drive shaft 67 when the brake operation is not performed is set (step S110). In the embodiment, the relationship between the accelerator opening Acc, the vehicle speed V, the shift position SP, and the base torque Tb is determined in advance and stored in the ROM 74 as a base torque setting map, and the given accelerator opening Acc and the vehicle speed V are stored. And the position corresponding to the shift position SP are derived and set from the map as the base torque Tb. FIG. 15 shows an example of the base torque setting map. Next, a target torque Tr *, which is a target value of torque to be output to the drive shaft 67, is set by adding the required regenerative braking torque RBT input in step S100 to the set base torque Tb (step S120). If the target torque Tr * is set, it is determined whether or not the current shift speed nc for the carrier 45 input in step S100 is smaller than the current shift speed ns for the sun gear 41 (step S130). When the current gear stage number nc is smaller than the current gear stage number ns, that is, when the transmission 60 is set to the above-described 1-2 speed simultaneous engagement state or 3-4 speed simultaneous engagement state, The gear ratio (gear ratio) between the motor MG2 corresponding to the carrier 45 and the drive shaft 67 is larger than the gear ratio (gear ratio) between the corresponding motor MG1 and the drive shaft 67. Therefore, if an affirmative determination is made in step S130, the target torque Tr * set in step S120 and the gear ratio G (nc) of the transmission 60 corresponding to the current gear stage number nc for the carrier 45 are obtained. The temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated according to the following equation (1) (step S140). The temporary motor torque Tm2tmp calculated using the equation (1) is a torque value of the motor MG2 when all of the target torque Tr * set in step S120 is temporarily output to the motor MG2. Next, the torque command (target regeneration torque) Tm2 * of the motor MG2 is set as a value in which the temporary motor torque Tm2tmp is limited by the maximum rated torque Tm2rat of the motor MG2 and a predetermined minimum output torque Tm2set (Tm2set <Tm2rat) ( Step S150). Furthermore, the target torque Tr *, the torque command Tm2 * for the motor MG2, the gear ratio G (nc) of the transmission 60 corresponding to the current gear stage number nc for the carrier 45, and the transmission corresponding to the current gear stage number ns for the sun gear 41. Calculation of the following formula (2) based on the gear ratio G (ns) of 60 is executed to set a torque command (target regeneration torque) Tm1 * for the motor MG1 (step S160). Expression (2) is for obtaining a shortage of torque when the target torque Tr * cannot be satisfied even if the motor MG2 outputs torque corresponding to the torque command Tm2 *.

Tm2tmp = Tr * / G (nc) (1)
Tm1 * = (Tr * -Tm2 * ・ G (nc)) / G (ns) (2)

  Once the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the product of the rotational speed Nm1 of the motor MG1 and the torque command Tm1 * input in step S100 and the motor MG2 input in step S100. Estimated charging obtained by regeneration of the motors MG1 and MG2 when the motors MG1 and MG2 are driven and controlled based on the torque commands Tm1 * and Tm2 * by taking the sum of the product of the rotational speed Nm2 and the torque command Tm2 * The power Pcest is calculated (step S170). Then, it is determined whether or not the calculated estimated charging power Pcest is smaller than the input limit Win input in step S100 (whether or not the charging power is large) (step S180). If it is smaller than the input limit Win, the value obtained by subtracting the product of the rotational speed Nm1 of the motor MG1 input at step S100 and the torque command Tm1 * from the input limit Win is further input at the rotational speed Nm2 of the motor MG2 input at step S100. The value obtained by dividing by is reset as a torque command Tm2 * for the motor MG2 (step S190). If the estimated charging power Pcest is equal to or greater than the input limit Win input in step S100, the process in step S190 is skipped. After the process of step S180 or S190, torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 30 and the brake ECU 95 (step S200), and the processes after step S100 are executed again. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 30 performs switching control of the switching elements of the inverters 31 and 32 so that the motors MG1 and MG2 are driven according to the torque commands Tm1 * and Tm2 *. The brake ECU 95 that has received the torque commands Tm1 * and Tm2 *, the product of the torque command Tm2 * and the gear ratio G (nc) of the transmission 60 corresponding to the current gear stage number nc, the torque command Tm1 * and the current gear stage number. The sum of the product of the gear ratio G (ns) of the transmission 60 corresponding to ns is regarded as the regenerative braking force actually output by the motors MG1 and MG2, and the hybrid is based on this value and the required braking force BF *. The brake actuator 92 is controlled so that the friction braking force according to the share of the braking force to be applied to the automobile 20 by the brake unit 90 acts on the rear wheels 69a and 69b and the front wheels (not shown).

  On the other hand, when the current shift speed ns is smaller than the current shift speed nc, that is, when the transmission 60 is set to the above-described 2-3 speed simultaneous engagement state, the motor MG2 and the drive shaft corresponding to the carrier 45 are set. The gear ratio (gear ratio) between the motor MG1 corresponding to the sun gear 41 and the drive shaft 67 is larger than the gear ratio (gear ratio) between the motor 67 and the drive shaft 67. Therefore, if a negative determination is made in step S130, the target torque Tr * set in step S120 and the gear ratio G (ns) of the transmission 60 corresponding to the current gear stage number ns for the sun gear 41 are obtained. The temporary motor torque Tm1tmp as the torque to be output from the motor MG1 is calculated according to the following equation (3) (step S210). The temporary motor torque Tm1tmp calculated using the equation (3) is a torque value of the motor MG1 when the target torque Tr * set in step S120 is all temporarily output to the motor MG1. Next, the torque command Tm1 * of the motor MG1 is set as a value in which the temporary motor torque Tm1tmp is limited by the maximum rated torque Tm1rat of the motor MG1 and the predetermined minimum output torque Tm1set (Tm1set <Tm1rat) (step S220). Further, the target torque Tr *, the torque command Tm1 * for the motor MG1, the gear ratio G (ns) of the transmission 60 corresponding to the current shift speed ns for the sun gear 41, and the transmission corresponding to the current shift speed nc for the carrier 45. The calculation of the following equation (4) based on the gear ratio G (nc) of 60 is executed to set the torque command Tm2 * for the motor MG2 (step S230). Equation (4) is for obtaining a shortage of torque when the target torque Tr * cannot be satisfied even if the motor MG1 outputs torque corresponding to the torque command Tm1 *. Once the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the estimated charging power Pcest obtained by regeneration of the motors MG1 and MG2 is calculated in the same manner as in step S170 described above (step S240). It is determined whether or not the estimated charging power Pcest is smaller than the input limit Win input in step S100 (step S250). If the estimated charging power Pcest is smaller than the input limit Win, a value obtained by subtracting the product of the rotational speed Nm2 of the motor MG2 and the torque command Tm2 * input in step S100 from the input limit Win is further input in step S100. The value obtained by dividing by the rotation speed Nm1 of the motor MG1 is reset as the torque command Tm1 * for the motor MG1 (step S260). If the estimated charging power Pcest is greater than or equal to the input limit Win input in step S100, the process in step S260 is skipped. Then, after the process of step S250 or S260, torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 30 and the brake ECU 95 (step S200), and the processes after step S100 are executed again.

Tm1tmp = Tr * / G (ns) (3)
Tm2 * = (Tr * -Tm1 * · G (ns)) / G (nc) (4)

  Subsequently, referring to FIG. 16, the engine 22 is operated under any of the above-described 1-2 speed simultaneous engagement state, 2-3 speed simultaneous engagement state, and 3-4 speed simultaneous engagement state. Accordingly, the operation of the hybrid vehicle 20 when the brake pedal 85 is depressed by the driver while the hybrid vehicle 20 is traveling will be described. FIG. 16 shows that when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling with the operation of the engine 22 under the Nth simultaneous engagement state, the hybrid ECU 70 performs every predetermined time ( For example, it is a flowchart showing an example of a simultaneous engagement braking control routine executed every several milliseconds).

  At the start of the simultaneous engagement braking control routine of FIG. 16, the CPU 72 of the hybrid ECU 70 executes data input processing (S300) and setting of the base torque Tb (step S310) similar to steps S100 and S110 of FIG. Thus, the engine brake torque (friction torque) Tefc that can be output to the drive shaft 67 by the engine brake of the engine 22 under the Nth simultaneous engagement state based on the rotation speed Ne of the engine 22 input in step S300. Set (step S320). In the embodiment, an engine brake torque setting map (not shown) in which the relationship among the rotational speed Ne of the engine 22, the current gear speeds nc, ns, and the engine brake torque Tefc is predetermined is stored in the ROM 74, and the engine brake torque As Tefc, values corresponding to the given engine speed Ne and current gear speeds nc and ns are derived and set from the map. In step S300, the rotation 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. If the engine brake torque Tefc is thus set, the engine brake torque Tefc set in step S320 is subtracted from the value obtained by adding the base torque Tb set in step S310 to the required regenerative braking torque RBT input in step S300. A target torque Tr * that is a target value of torque to be output to the drive shaft 67 is set (step S330).

  Next, it is determined whether or not the current shift speed nc for the carrier 45 input in step S300 is smaller than the current shift speed ns for the sun gear 41 (step S340). When the current gear stage number nc is smaller than the current gear stage number ns, that is, when the transmission 60 is set to the above-described 1-2 speed simultaneous engagement state or 3-4 speed simultaneous engagement state, The gear ratio (gear ratio) between the motor MG2 corresponding to the carrier 45 and the drive shaft 67 is larger than the gear ratio (gear ratio) between the corresponding motor MG1 and the drive shaft 67. Therefore, if an affirmative determination is made in step S340, the target torque Tr * set in step S330, the gear ratio ρ of the power distribution and integration mechanism 40, and the gear ratio of the transmission 60 corresponding to the current gear stage number nc. A temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated according to the following equation (5) using G (nc) and the gear ratio G (ns) of the transmission 60 corresponding to the current shift speed ns (step S350). ). The temporary motor torque Tm2tmp calculated using the equation (5) is a torque value of the motor MG2 when all of the target torque Tr * set in step S330 is temporarily output to the motor MG2. However, in the formula (5), “(1−ρ) · G (nc) + ρ · G (ns)” represents the Nth fixed speed ratio γ (N) in the Nth simultaneous engagement state. Here, γ (N) is the first or third fixed speed ratio γ (1) or γ (3) in the 1-2 speed simultaneous engagement state or the 3-4 speed simultaneous engagement state. Next, the torque command Tm2 * of the motor MG2 is set as a value in which the temporary motor torque Tm2tmp is limited by the maximum rated torque Tm2rat of the motor MG2 and a predetermined minimum output torque Tm2set (Tm2set <Tm2rat) (step S360). Further, the calculation of the following equation (6) is executed to set the torque command Tm1 * for the motor MG1 (step S370). Equation (6) is a shortage of torque when the target torque Tr * cannot be satisfied even if the engine brake torque Tefc is output from the engine 22 and the torque corresponding to the torque command Tm2 * is output from the motor MG2. It is for seeking. Once the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the motors MG1 and MG2 are driven and controlled based on the torque commands Tm1 * and Tm2 * in the same manner as in step S170 of FIG. Estimated charging power Pcest obtained by regeneration of MG1 and MG2 is calculated (step S380), and it is determined whether or not the calculated estimated charging power Pcest is smaller than the input limit Win input in step S300 (step S390). ). If the value of the estimated charging power Pcest is smaller than the input limit Win, the torque command Tm2 * for the motor MG2 is reset as in step S190 in FIG. 12 (step S400). If the estimated charging power Pcest is equal to or greater than the input limit Win input in step S300, the process in step S400 is skipped. After step S390 or S400, torque commands Tm1 * and Tm2 * are transmitted to motor ECU 30, torque commands Tm1 * and Tm2 * and engine brake torque Tefc are transmitted to brake ECU 95 (step S410), and again after step S300. Execute the process. The brake ECU 95 that has received the torque commands Tm1 *, Tm2 * and the engine brake torque Tefc receives the braking force and request output from the power output device including the engine 22 and the motors MG1 and MG2 obtained based on these values. A brake actuator 92 is applied so that a friction braking force corresponding to a share of the braking unit 90 among the braking force to be applied to the hybrid vehicle 20 based on the braking force BF * is applied to the rear wheels 69a and 69b and the front wheels (not shown). To control.

Tm2tmp = Tr * / ((1-ρ) · G (nc) + ρ · G (ns)) = Tr * / γ (N) (5)
Tm1 * = Tr * / ((1-ρ) · G (nc) + ρ · G (ns))-Tm2 * = Tr * / γ (N) -Tm2 *… (6)

  On the other hand, when the current shift speed ns is smaller than the current shift speed nc, that is, when the transmission 60 is set to the above-described 2-3 speed simultaneous engagement state, the motor MG2 and the drive shaft corresponding to the carrier 45 are set. The gear ratio (gear ratio) between the motor MG1 corresponding to the sun gear 41 and the drive shaft 67 is larger than the gear ratio (gear ratio) between the motor 67 and the drive shaft 67. Therefore, if a negative determination is made in step S340, the target torque Tr * set in step S330, the gear ratio ρ of the power distribution and integration mechanism 40, and the gear ratio of the transmission 60 corresponding to the current gear stage number nc. A temporary motor torque Tm1tmp as a torque to be output from the motor MG2 is calculated according to the following equation (7) using G (nc) and the gear ratio G (ns) of the transmission 60 corresponding to the current shift speed ns (step S420). ). The temporary motor torque Tm1tmp calculated using the equation (7) is a torque value of the motor MG1 when the target torque Tr * set in step S330 is temporarily output to the motor MG1. However, also in the formula (7), (1−ρ) · G (nc) + ρ · G (ns) = γ (N), where γ (N) is the 2-3 speed simultaneous engagement state. The second fixed transmission gear ratio γ (2). Next, the torque command Tm1 * of the motor MG1 is set as a value in which the temporary motor torque Tm1tmp is limited by the maximum rated torque Tm1rat of the motor MG1 and a predetermined minimum output torque Tm1set (Tm1set <Tm1rat) (step S430). Further, the calculation of the following equation (8) is executed to set the torque command Tm2 * for the motor MG2 (step S440). Equation (8) shows the shortage of torque when the target torque Tr * cannot be satisfied even if the engine brake torque Tefc is output from the engine 22 and the torque corresponding to the torque command Tm1 * is output from the motor MG1. It is for seeking. Once the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in this way, the motors MG1 and MG2 are driven and controlled based on the torque commands Tm1 * and Tm2 * in the same manner as in step S170 of FIG. Estimated charging power Pcest obtained by regeneration of MG1 and MG2 is calculated (step S450), and it is determined whether or not the calculated estimated charging power Pcest is smaller than the input limit Win input in step S300 (step S460). ). If the value of the estimated charging power Pcest is smaller than the input limit Win, the torque command Tm1 * for the motor MG1 is reset as in step S260 of FIG. 12 (step S470). If the estimated charging power Pcest is equal to or greater than the input limit Win input in step S300, the process in step S470 is skipped. Then, after the processing in step S460 or S470, torque commands Tm1 *, Tm2 * and engine brake torque Tefc are transmitted to the motor ECU 30 and the brake ECU 95 (step S410), and the processing after step S300 is executed again.

Tm1tmp = Tr * / ((1-ρ) · G (nc) + ρ · G (ns)) = Tr * / γ (N) (7)
Tm2 * = Tr * / ((1-ρ) · G (nc) + ρ · G (ns))-Tm1 * = Tr * / γ (N) -Tm1 *… (8)

  As described above, in the hybrid vehicle 20 of the embodiment, when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling under the two-motor traveling mode (a braking request operation is performed). 12), the two-motor running braking control routine of FIG. 12 is executed, and the transmission 60 connects the carrier shaft 45a and the first motor shaft 46, that is, both the rotating shafts of the motors MG1 and MG2 to the drive shaft 67. The motor MG1 and the motor MG1 so that the target torque Tr * as the regenerative braking force based on the required braking force BF * corresponding to the depression of the brake pedal 85 (brake stroke BS) is output to the drive shaft 67 under the simultaneous engagement state. MG2 is controlled. That is, under the two-motor travel mode, the connection between the sun gear shaft 41a and the first motor shaft 46 by the clutch C0 is released and the engine 22 is stopped, so that the regenerative braking force by the motor MG2 and the motor MG1 The regenerative braking force can be transmitted to the drive shaft 67 after being shifted by the transmission 60 at predetermined gear ratios G (nc) and G (ns). Therefore, in the hybrid vehicle 20 of the embodiment, the request is made using the motors MG1 and MG2 when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling in the two-motor traveling mode. The regenerative braking force based on the braking force BF * can be appropriately output by the drive shaft 67.

  Further, in the hybrid vehicle 20 of the embodiment, when the two-motor running braking control routine of FIG. 12 is executed, the gear ratio (gear ratio) between the motor MG1 and MG2 and the drive shaft 67 by the transmission 60 is greater. One of the larger motors is determined as the main motor (step S130 in FIG. 12, etc.), and the main motor that is one of the motors MG1 and MG2 outputs the regenerative torque in preference to the other sub motor and is based on the required braking force BF *. Motors MG1 and MG2 are controlled such that target torque Tr * as a regenerative braking force is output to drive shaft 67 (steps S140 to S200 or steps S210 to S260 and S200 in FIG. 12). As a result, the main motor that is one of the motors MG1 and MG2 mainly outputs the regenerative torque based on the target torque Tr *, and the sub-motor that is the other of the motors MG1 and MG2 outputs a regenerative torque that is insufficient as needed. Therefore, a relatively large regenerative torque is driven while suppressing the regenerative limitation due to the heat generation of either one of the motors MG1 and MG2 or the corresponding inverter 31 or 32 and the deterioration of the respective motor efficiency. It is possible to output continuously to the shaft 67. Further, if the main motor outputs the regenerative torque in preference to the sub motor in this way, the regenerative output that is output to the drive shaft 67 due to the difference in responsiveness to the command value between the motors MG1 and MG2. It is possible to suppress the fluctuation of torque and the occurrence of vibration. Further, as in the above embodiment, if one of the motors MG1 and MG2 that has a larger gear ratio (gear ratio) between the transmission 60 and the drive shaft 67 is the main motor, the motor MG1 that is the main motor is used. Or, since the regenerative torque to be output to MG2 can be reduced, the regenerative limitation due to the heat generation of either one of the motors MG1 and MG2 or the corresponding inverter 31 or 32 or the deterioration of the motor efficiency is good. Thus, continuous output of a relatively large regenerative torque to the drive shaft 67 can be stably realized. Based on the target torque Tr * as the regenerative braking force based on the required braking force BF *, the torque command (target regenerative torque) Tm2 * or Tm1 * for the motor MG2 or MG1 as the main electric motor is used as the rated torque of the motors MG2 and MG1. If it is set to be less than Tm2rat, Tm1rat and more than the predetermined minimum outputs Tm2set, Tm1set, it is possible to more appropriately set the torque to be output to the main motor and the torque to be output to the sub motor.

  In addition, in the hybrid vehicle 20 of the embodiment, when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling with the operation of the engine 22 under the Nth simultaneous engagement state, The simultaneous engagement braking control routine shown in FIG. 16 is executed, and the Nth simultaneous engagement in which both the carrier shaft 45a and the first motor shaft 46, that is, the rotation shafts of the motors MG1 and MG2, are connected to the drive shaft 67 by the transmission 60. The target torque Tr * as a regenerative braking force based on the required braking force BF * corresponding to the depression of the brake pedal 85 (brake stroke BS) and the engine brake torque Tefc by the engine 22 is output to the drive shaft 67 under the state. Thus, the motors MG1 and MG2 are controlled. That is, when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling with the operation of the engine 22 under the Nth simultaneous engagement state, the clutch C0 and the sun gear shaft 41a The engine 22 is connected to the motor shaft 46, and the fuel supply is appropriately stopped in response to the release of the accelerator pedal 83. The engine 22 is driven by the drive shaft 67, so that the engine brake torque Tefc is generated from the engine 22. It is possible to output to the drive shaft 67. Therefore, when the brake pedal 85 is depressed by the driver while the hybrid vehicle 20 is traveling under the Nth simultaneous engagement state involving the engagement of the clutch C0 and the operation of the engine 22, By using the engine brake by the engine 22, the braking load of the motors MG1 and MG2 is reduced, and the regenerative restriction due to the heat generation of either one of the motors MG1 and MG2 or the corresponding inverter 31 or 32, and the respective motor efficiencies. It is possible to stably realize a continuous output of the regenerative braking force with respect to the drive shaft 67 while satisfactorily suppressing the deterioration.

  In the hybrid vehicle 20 of the embodiment, the gear ratio between the motor MG1 and MG2 and the drive shaft 67 by the transmission 60 is also the same when executing the simultaneous engagement braking control routine of FIG. One of the larger motors is determined as the main motor (step S340 in FIG. 16), and the main motor that is one of the motors MG1 and MG2 outputs the regenerative torque in preference to the other sub motor, and the required braking force BF * Motors MG1 and MG2 are controlled so that target torque Tr * as a regenerative braking force based on engine brake torque Tefc is output to drive shaft 67 (steps S350 to S410 or steps S420 to S470 and S410 in FIG. 16). . As a result, even when the simultaneous engagement braking control routine of FIG. 16 is executed, the regeneration limitation due to heat generation of either one of the motors MG1 and MG2 or the corresponding inverter 31 or 32, etc. A relatively large regenerative torque is continuously output to the drive shaft 67 while suppressing deterioration, and the regenerative torque output to the drive shaft 67 due to a difference in responsiveness to the command value between the motors MG1 and MG2. Fluctuations and the occurrence of vibrations can be suppressed. Further, in the simultaneous engagement braking control routine of FIG. 16, one of the motors MG1 and MG2 having the larger gear ratio (gear ratio) between the transmission 60 and the drive shaft 67 is used as the main motor. It is possible to reduce the regenerative torque to be output to the motor MG1 or MG2 that is the main motor. Also in the simultaneous engagement braking control routine of FIG. 16, the torque for the motor MG2 or MG1 as the main motor based on the target torque Tr * as the regenerative braking force based on the required braking force BF * and the engine brake torque Tefc. If the command (target regeneration torque) Tm2 * or Tm1 * is set to be less than the rated torques Tm2rat and Tm1rat of the motors MG2 and MG1 and equal to or more than the predetermined minimum outputs Tm2set and Tm1set, the torque to be output to the main motor and the sub-motor It is possible to set the torque to be output more appropriately. However, when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling under the Nth simultaneous engagement state involving the engagement of the clutch C0 and the operation of the engine 22, the clutch Needless to say, the connection between the sun gear shaft 41a and the first motor shaft 46 by C0 may be canceled and the engine 22 may be stopped to execute the routine of FIG.

  FIG. 17 is a flowchart illustrating another two-motor running braking control routine that can be executed in the hybrid vehicle 20 described above. This routine is also executed at predetermined time intervals (for example, every several milliseconds) by the hybrid ECU 70 when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling under the two-motor traveling mode. Is. When the two-motor running braking control routine shown in FIG. 17 is executed, the CPU 72 of the hybrid ECU 70 performs data input processing (step S500) similar to steps S100 to S120 of FIG. 12, and base torque Tb setting processing (step S510). And the target torque Tr * setting process (step S520), the transmission corresponding to the target torque Tr *, the gear ratio G (nc) of the transmission 60 corresponding to the current gear stage number nc, and the current gear stage number ns. A temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated using the gear ratio G (ns) of 60 according to the following equation (9) (step S530). The temporary motor torque Tm2tmp calculated using the equation (9) is a target torque as a regenerative braking force based on the required braking force BF * on the drive shaft 67 while equalizing the output torque of the motor MG2 and the output torque of the motor MG1. This is the torque value of the motors MG2 and MG1 when outputting Tr *. Next, similarly to step S150 of FIG. 12, the torque command Tm2 * for the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the maximum rated torque Tm2rat and the minimum output torque Tm2set of the motor MG2 (step S540). Further, the target torque Tr *, the torque command Tm2 * for the motor MG2, the gear ratio G (nc) of the transmission 60 corresponding to the current gear stage number nc, and the gear ratio G (ns) of the transmission 60 corresponding to the current gear stage number ns. Based on the above, the calculation of the above formula (2) is executed to set the torque command Tm1 * for the motor MG1 (step S550). Note that, as described above, the expression (2) is for obtaining a shortage of torque when the target torque Tr * cannot be satisfied even if the torque corresponding to the torque command Tm2 * is output to the motor MG2. is there. After the process of step S550, when the processes of steps S560 and S570 similar to steps S170 and S180 of FIG. 12 are executed, and it is determined in step S570 that the value of the estimated charging power Pcest is smaller than the input limit Win. Resets the value obtained by dividing the input limit Win input in step S500 by the sum of the rotational speeds Nm1 and Nm2 input in step S500 as torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 (step S580). ). Then, the torque commands Tm1 * and Tm2 * set as described above are transmitted to the motor ECU 30 and the brake ECU 95 (step S590), and the processes after step S500 are executed again.

  Tm2tmp = Tr * / (G (nc) + G (ns)) (9)

  As described above, when the two-motor running braking control routine of FIG. 17 is executed, basically, the regenerative torque by the motor MG2 and the regenerative torque by the motor MG1 become substantially equal and the drive shaft 67 has the target torque Tr *. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are set so that the regenerative torque based on them is output (steps S530 to S580). That is, if the temporary motor torque Tm2tmp for the motor MG2 set in step S530 in FIG. 17 is less than the maximum rated torque Tm2rat and greater than or equal to the minimum output Tm2set, basically the torque command Tm2 * for the motor MG2 and the motor MG1 The torque command Tm1 * is set to the same value. Therefore, if the two-motor running braking control routine of FIG. 17 is adopted, the brake pedal 85 is depressed by the driver while the hybrid vehicle 20 is running under the two-motor running mode, and the motors MG1 and MG2 are driven. When the regenerative torque is output to the drive shaft 67 using both of the motors MG1 and MG1 so that the heat generated by the motors MG1 and MG2 and the inverters 31, 32, etc. is made as uniform as possible under a relatively simple control procedure. A relatively large regenerative torque can be continuously obtained while suppressing any one of MG2 and the inverter 31 or 32 corresponding to the MG2 from excessively generating heat.

  FIG. 18 is a flowchart illustrating still another two-motor traveling braking control routine that can be executed in the hybrid vehicle 20 described above. This routine is also executed at predetermined time intervals (for example, every several milliseconds) by the hybrid ECU 70 when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling under the two-motor traveling mode. Is. When the two-motor running braking control routine shown in FIG. 18 is executed, the CPU 72 of the hybrid ECU 70 performs data input processing (step S500) similar to steps S100 to S120 in FIG. 12, and base torque Tb setting processing (step S510). And the target torque Tr * setting process (step S520), the gear ratio G of the transmission 60 corresponding to the rotational speeds Nm1, Nm2, the target torque Tr *, and the current gear stage number nc input in step S500. nc) and a gear ratio G (ns) of the transmission 60 corresponding to the current gear stage number ns, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated according to the following equation (10) (step S532). The temporary motor torque Tm2tmp calculated using the equation (10) is the target torque as a regenerative braking force based on the required braking force BF * on the drive shaft 67 while equalizing the work made by the motor MG2 and the work made by the motor MG1. This is the torque value of the motor MG2 when outputting Tr *. Next, similarly to step S150 of FIG. 12, the torque command Tm2 * for the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the maximum rated torque Tm2rat and the minimum output torque Tm2set of the motor MG2 (step S540). Further, the target torque Tr *, the torque command Tm2 * for the motor MG2, the gear ratio G (nc) of the transmission 60 corresponding to the current gear stage number nc, and the gear ratio G (ns) of the transmission 60 corresponding to the current gear stage number ns. Based on the above, the calculation of the above formula (2) is executed to set the torque command Tm1 * for the motor MG1 (step S550). After the process of step S550, when the processes of steps S560 and S570 similar to steps S170 and S180 of FIG. 12 are executed, and it is determined in step S570 that the value of the estimated charging power Pcest is smaller than the input limit Win. Resets the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 by dividing the product of the input limit Win inputted in step S500 and the value 0.5 by the rotational speed Nm1 or Nm2 inputted in step S500. (Step S582). Then, the torque commands Tm1 * and Tm2 * set as described above are transmitted to the motor ECU 30 and the brake ECU 95 (step S590), and the processes after step S500 are executed again.

  Tm2tmp = Tr * / (G (nc) + G (ns) · Nm2 / Nm1) (10)

  As described above, when the two-motor running braking control routine of FIG. 18 is executed, basically, the work made by the motor MG2 and the work made by the motor MG1 become substantially equal and the drive shaft 67 has the target torque Tr *. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are set so that the regenerative torque based on them is output (steps S532 to S582). That is, if temporary motor torque Tm2tmp for motor MG2 set in step S532 of FIG. 18 is less than maximum rated torque Tm2rat and greater than or equal to minimum output Tm2set, the work performed by motor MG2 that outputs torque in accordance with torque command Tm2 * The work performed by the motor MG1 that outputs torque according to the torque command Tm1 * is theoretically almost the same. Accordingly, if the two-motor running braking control routine of FIG. 18 is adopted, the driver depresses the brake pedal 85 while the hybrid vehicle 20 is running under the two-motor running mode, and the motors MG1 and MG2 are driven. When the regenerative torque is output to the drive shaft 67 using both of the motors MG1 and MG2 under the relatively simple control procedure, the motors MG1 and MG1 and the motors MG1 and MG2 A relatively large regenerative torque can be continuously obtained while suppressing excessive heat generation of any one of MG2 and the inverters 31 and 32 corresponding thereto.

  FIG. 19 is a flowchart illustrating another two-motor traveling braking control routine that can be executed in hybrid vehicle 20 described above. This routine is also executed at predetermined time intervals (for example, every several milliseconds) by the hybrid ECU 70 when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling under the two-motor traveling mode. Is. When the two-motor running braking control routine shown in FIG. 19 is executed, the CPU 72 of the hybrid ECU 70 performs data input processing (step S500) similar to steps S100 to S120 in FIG. 12, and base torque Tb setting processing (step S510). And the target torque Tr * setting process (step S520), the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is set based on the set target torque Tr * and the current shift speeds nc and ns. (Step S534). Here, in the embodiment, for each target torque Tr *, the torques Tm1 and Tm2 of the motors MG1 and MG2 when the sum of the losses (copper losses) of the motors MG1 and MG2 having the same specifications is substantially minimized are shown in FIG. Is stored in the ROM 74 for each Nth simultaneous engagement state corresponding to the current shift speeds nc and ns. In step S534, the torque Tm2 corresponding to the target torque Tr * set in step S520 is derived as the temporary motor torque Tm2tmp of the motor MG2 from the temporary motor torque setting map corresponding to the current shift speeds nc and ns. Is set. The temporary motor torque setting map is created in advance through experiments and analysis in consideration of the performance of the motors MG1 and MG2 and the gear ratios G (1) to G (4) of the transmission 60. Next, similarly to step S150 of FIG. 12, the torque command Tm2 * for the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with the maximum rated torque Tm2rat and the minimum output torque Tm2set of the motor MG2 (step S540). Further, the target torque Tr *, the torque command Tm2 * for the motor MG2, the gear ratio G (nc) of the transmission 60 corresponding to the current gear stage number nc, and the gear ratio G (ns) of the transmission 60 corresponding to the current gear stage number ns. Based on the above, the calculation of the above formula (2) is executed to set the torque command Tm1 * for the motor MG1 (step S550). After the process of step S550, when the processes of steps S560 and S570 similar to steps S170 and S180 of FIG. 12 are executed, and it is determined in step S570 that the value of the estimated charging power Pcest is smaller than the input limit Win. Resets the torque command Tm2 * for the motor MG2 in the same manner as in step S190 of FIG. 12 (step S584). Then, the torque commands Tm1 * and Tm2 * set as described above are transmitted to the motor ECU 30 and the brake ECU 95 (step S590), and the processes after step S500 are executed again.

  As described above, when the two-motor running braking control routine of FIG. 19 is executed, the loss of the motor MG1 is basically based on the target torque Tr * and the current shift speeds nc and ns set in step S520. Torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 so that the sum of the (copper loss) and the loss (copper loss) of the motor MG2 is minimized and the power based on the target torque Tr * is output to the drive shaft 67. Is set (steps S534 to S584). Thereby, unless the cooling capacity by the cooling system (not shown) is significantly different between the motor MG1 and the motor MG2, basically, the heat generation of the motor MG1 and the heat generation of the motor MG2 can be made substantially the same. Accordingly, if the two-motor traveling braking control routine of FIG. 19 is employed, the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling under the two-motor traveling mode, and the motors MG1 and MG2 are driven. When a regenerative torque is output to the drive shaft 67 using both of these, a relatively large regenerative torque is generated while suppressing any one of the motors MG1 and MG2 and the inverter 31 or 32 corresponding thereto corresponding to excessive heat generation. It can be obtained continuously.

  FIG. 21 is a flowchart illustrating another simultaneous braking control routine that can be executed in the hybrid vehicle 20 described above. In this routine as well, when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling with the operation of the engine 22 under the Nth simultaneous engagement state, the hybrid ECU 70 makes a predetermined time interval ( For example, every few milliseconds). When executing the simultaneous engagement braking control routine shown in FIG. 21, the CPU 72 of the hybrid ECU 70 performs the same data input process (step S700) as the steps S300 to S330 of FIG. 16, and the base torque Tb setting process (step S710). After executing the engine brake torque Tefc setting process (step S720) and the target torque Tr * setting process (step S730), the target torque Tr *, the gear ratio ρ of the power distribution and integration mechanism 40, and the current gear stage number nc are set. Using the gear ratio G (nc) of the corresponding transmission 60 and the gear ratio G (ns) of the transmission 60 corresponding to the current speed ns, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is expressed by the following equation ( 11) (step S740). The temporary motor torque Tm2tmp calculated using the equation (11) is based on the regenerative braking based on the required braking force BF * and the engine brake torque Tefc on the drive shaft 67 while equalizing the output torque of the motor MG2 and the output torque of the motor MG1. This is the torque value of the motors MG2 and MG1 when outputting the target torque Tr * as the braking force. Next, the torque command Tm2 * for the motor MG2 is set as a value in which the temporary motor torque Tm2tmp is limited by the maximum rated torque Tm2rat and the minimum output torque Tm2set of the motor MG2 (step S750). Further, the calculation of the above formula (6) is executed to set the torque command Tm1 * for the motor MG1 (step S760). Note that, as described above, the expression (6) cannot satisfy the target torque Tr * even if the engine brake torque Tefc is output from the engine 22 and the torque corresponding to the torque command Tm2 * is output from the motor MG2. This is for obtaining the shortage torque in the case. After the process of step S760, when the processes of steps S770 and S780 similar to steps S560 and S570 of FIG. 17 are executed, and it is determined in step S780 that the value of the estimated charging power Pcest is smaller than the input limit Win. Resets torque commands Tm1 * and Tm2 * for motors MG1 and MG2 in the same manner as in step S580 of FIG. 17 (step S790). Then, the torque commands Tm1 * and Tm2 * and the engine brake torque Tefc set as described above are transmitted to the motor ECU 30 and the brake ECU 95 (step S800), and the processes after step S700 are executed again. In this way, when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling with the operation of the engine 22 under the Nth simultaneous engagement state, the engine brakes from the engine 22 to the engine brake. While the torque Tefc is output to the drive shaft 67, the motor so that the regenerative torque by the motor MG2 and the regenerative torque by the motor MG1 are substantially equal and the regenerative torque based on the target torque Tr * is output to the drive shaft 67. Torque commands Tm1 * and Tm2 * for MG1 and MG2 may be set. Thus, the heat generation of the motors MG1 and MG2, the inverters 31 and 32, etc. is made as uniform as possible under a relatively simple control procedure, and either the motor MG1 or MG2 or the corresponding inverter 31 or 32, etc. A relatively large regenerative torque can be continuously obtained while suppressing excessive heat generation.

  Tm2tmp = 0.5 · Tr * / ((1-ρ) · G (nc) + ρ · G (ns)) = 0.5 · Tr * / γ (N) (11)

  FIG. 22 is a flowchart illustrating yet another simultaneous engagement braking control routine that can be executed in the hybrid vehicle 20 described above. In this routine as well, when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling with the operation of the engine 22 under the Nth simultaneous engagement state, the hybrid ECU 70 makes a predetermined time interval ( For example, every few milliseconds). When the simultaneous engagement braking control routine shown in FIG. 22 is executed, the CPU 72 of the hybrid ECU 70 performs data input processing (step S700) and base torque Tb setting processing (step S710), as in the routine of FIG. After executing the engine brake torque Tefc setting process (step S720) and the target torque Tr * setting process (step S730), the rotational speeds Nm1 and Nm2, the target torque Tr *, and the power distribution integration input in step S700. Output from the motor MG2 using the gear ratio ρ of the mechanism 40, the gear ratio G (nc) of the transmission 60 corresponding to the current gear stage number nc, and the gear ratio G (ns) of the transmission 60 corresponding to the current gear stage number ns. The temporary motor torque Tm2tmp as the power torque is calculated according to the following equation (12) (step S742). . The temporary motor torque Tm2tmp calculated using the equation (12) is based on the required braking force BF * and the engine brake torque Tefc applied to the drive shaft 67 while equalizing the work made by the motor MG2 and the work made by the motor MG1. This is the torque value of the motor MG2 when the target torque Tr * is output as a braking force. Next, the processing of steps S750 to S780 is executed in the same manner as in the routine of FIG. 21, and when it is determined in step S780 that the value of the estimated charging power Pcest is smaller than the input limit Win, the processing of FIG. The torque commands Tm1 * and Tm2 * are reset as in S582 (step S792). Then, the torque commands Tm1 * and Tm2 * and the engine brake torque Tefc set as described above are transmitted to the motor ECU 30 and the brake ECU 95 (step S800), and the processes after step S700 are executed again. In this way, when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling with the operation of the engine 22 under the Nth simultaneous engagement state, the engine brakes from the engine 22 to the engine brake. While the torque Tefc is output to the drive shaft 67, the motor MG2 and the motor MG1 work are substantially equal to each other, and the regenerative torque based on the target torque Tr * is output to the drive shaft 67. Torque commands Tm1 * and Tm2 * for MG1 and MG2 may be set. As a result, the motors MG1 and MG2 can generate heat from the inverters 31 and 32 as much as possible under a relatively simple control procedure, and either one of the motors MG1 and MG2 or the corresponding inverters 31, 32, etc. A relatively large regenerative torque can be continuously obtained while suppressing excessive heat generation.

  Tm2tmp = (1 + Nm2 / Nm1) ・ Tr * / ((1-ρ) ・ G (nc) + ρ ・ G (ns)) (12)

  FIG. 23 is a flowchart illustrating another simultaneous braking control routine that can be executed in the hybrid vehicle 20 described above. In this routine as well, when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling with the operation of the engine 22 under the Nth simultaneous engagement state, the hybrid ECU 70 makes a predetermined time interval ( For example, every few milliseconds). When the simultaneous engagement braking control routine shown in FIG. 23 is executed, the CPU 72 of the hybrid ECU 70 performs data input processing (step S700) and base torque Tb setting processing (step S710), as in the routine of FIG. Then, the engine brake torque Tefc setting process (step S720) and the target torque Tr * setting process (step S730) are executed, and then output from the motor MG2 based on the target torque Tr * and the current shift speeds nc and ns. Temporary motor torque Tm2tmp as power torque is set (step S744). In step S744, the torque Tm2 corresponding to the target torque Tr * set in step S730 is derived as the temporary motor torque Tm2tmp of the motor MG2 from the temporary motor torque setting map of FIG. 20 corresponding to the current shift speeds nc and ns. Is set. Next, the processing of steps S750 to S780 is executed in the same manner as in the routine of FIG. 21, and if it is determined in step S780 that the value of the estimated charging power Pcest is smaller than the input limit Win, the processing of FIG. Similar to S584, the torque command Tm2 * for the motor MG2 is reset (step S794). Then, the torque commands Tm1 * and Tm2 * and the engine brake torque Tefc set as described above are transmitted to the motor ECU 30 and the brake ECU 95 (step S800), and the processes after step S700 are executed again. In this way, when the driver depresses the brake pedal 85 while the hybrid vehicle 20 is traveling with the operation of the engine 22 under the Nth simultaneous engagement state, the engine brakes from the engine 22 to the engine brake. While the torque Tefc is output to the drive shaft 67, the sum of the loss (copper loss) of the motor MG1 and the loss (copper loss) of the motor MG2 is minimized and the drive shaft 67 is regenerated based on the target torque Tr *. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 may be set so that torque is output. As a result, the heat generation of the motor MG1 and the heat generation of the motor MG2 are made comparable, and either one of the motors MG1 and MG2 or the inverter 31 or 32 corresponding to the motor MG1 and the corresponding inverter 31 or 32 is suppressed from generating excessive heat. Torque can be obtained continuously.

  The hybrid vehicle 20 described above 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 40A includes: The gear ratio ρ may be configured to have 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 (for example, ρ = 0.3 to 0.4). 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. The clutch C1 is capable of executing connection (engagement) and release (release) of the connection between the carrier 114 as the output element of the planetary gear mechanism 110 for the first speed change and the ring gear 112 as the fixable element. is there. 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. FIG. 26 shows the operating states of the brakes B1 to B3 and the clutches C0 and C1 when the hybrid vehicle 20 including the transmission 100 is traveling. Note that the “third speed OD (overdrive) state” in the transmission 100 is the first through the stator 130 fixed to the first motor shaft 46 by the brake B3 under the third speed change state (third speed). This is a state in which one motor shaft 46, that is, the sun gear 41 that is the second element of the power distribution and integration mechanism 40 is fixed to the transmission case so as not to rotate. Under such a 3-speed OD, the engine 22 and the motor MG2 have a fixed speed ratio (1 / 1-ρ) of less than 1 which is different from the above-described 1-2-speed simultaneous engagement state and the 2-3-speed simultaneous engagement state. It is possible to increase the speed of the power from the drive shaft and transmit it mechanically (directly) to the drive shaft 67. Even when such a 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. 27 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. FIG. 28 shows the operating states of the clutches C11 and C12 and the clutch C0 when the hybrid vehicle 20 including the transmission 200 is running. The “3-speed OD (overdrive) state” in the transmission 200 can be realized by fixing the first motor shaft 46 and the like with a brake (not shown) under the third speed-change state (3rd speed). . Even when such a 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. 29 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. 29, 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.

  It should be noted that the two-motor running braking control routine of FIGS. 12 and 17 to 19 and the simultaneous engagement braking control routine of FIGS. 16 and 21 to 23 can be used properly depending on the running state and the like. Nor. Further, it goes without saying that the two-motor running braking control routine of FIGS. 12 and 17 to 19 can be applied to an electric vehicle in which the engine 22 and the power distribution and integration mechanism 40 are omitted from the power output device described above. Absent. 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 motor MG2 capable of inputting / outputting power corresponds to the “first electric motor”, the motor MG1 capable of inputting / outputting power corresponds to the “second electric motor”, and the motors MG1, MG2 The battery 35 capable of exchanging electric power corresponds to “electric storage means”, the transmissions 60, 100, and 200 correspond to “transmission transmission means”, and are requested based on the brake pedal stroke BS from the brake pedal stroke sensor 86, etc. The brake ECU 95 for setting the braking force BF * corresponds to “required braking force setting means”, and the two-motor traveling braking control routine of any one of FIGS. 12 and 17 to 19 and FIGS. 16 and 21 to 23. Hybrid ECU 70 that executes one of the simultaneous engagement braking control routines, and motors MG1, M in accordance with commands from hybrid ECU 70 A motor ECU30 for controlling the 2, combination of the brake ECU95 corresponds to the "control means". The engine 22 corresponds to an “internal combustion engine”, the power distribution integration mechanisms 40 and 40A correspond to “power distribution integration mechanisms”, and the clutch C0 corresponds to “connection / disconnection means”.

  However, 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 of 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 “transmission transmission means” can selectively connect one or both of the rotation shaft of the first motor and the rotation shaft of the second motor to the drive shaft, and the power from the first motor and the second motor. Any other type of power can be used as long as it can transmit the power from the drive shaft to the drive shaft at a predetermined speed ratio. As long as the “required braking force setting means” sets the required braking force in response to a braking request operation, any other method such as a device that sets the required braking force based on parameters other than the brake stroke BS is used. It may be in the form. The “control means” is a regenerative braking force based on a required braking force set in a state where both the rotation shafts of the first and second motors are connected to the drive shaft by the transmission transmission means when a braking request operation is performed. Any other type such as a single electronic control unit may be used as long as the first and second electric motors are controlled so as to be output to the drive shaft. Further, 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. 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. 5 is a flowchart illustrating an example of a two-motor running braking control routine that is executed by the hybrid ECU when a two-motor running mode is selected. It is explanatory drawing which shows an example of the map for request | requirement braking force setting. It is explanatory drawing which shows an example of the map for a regeneration distribution ratio setting. It is explanatory drawing which shows an example of the map for base torque setting. 4 is a flowchart showing an example of a simultaneous engagement braking control routine executed by a hybrid ECU 70; 7 is a flowchart showing an example of another two-motor running braking control routine executed by the hybrid ECU 70. 7 is a flowchart showing an example of yet another two-motor running braking control routine executed by the hybrid ECU 70. 7 is a flowchart showing an example of another two-motor running braking control routine executed by the hybrid ECU 70. It is explanatory drawing which shows an example of the temporary motor torque setting map. 7 is a flowchart illustrating an example of another simultaneous engagement braking control routine executed by the hybrid ECU 70; 7 is a flowchart showing an example of yet another simultaneous engagement braking control routine executed by the hybrid ECU. 7 is a flowchart illustrating an example of another simultaneous engagement braking control routine executed by the hybrid ECU 70; 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. 4 is an explanatory diagram showing operating states of brakes B1 to B3 and clutches C0 and C1 of the transmission 100. FIG. 5 is a schematic configuration diagram of another transmission 200 that can be applied to a hybrid vehicle 20 or the like. FIG. 6 is an explanatory diagram showing operating states of clutches C11, C12, and C0 of transmission 200. 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 , 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal stroke sensor, 87 vehicle speed sensor, DESCRIPTION OF SYMBOLS 0 Brake unit, 91 Master cylinder, 92 Brake actuator, 93a, 93b, 93c, 93d Wheel cylinder, 95 Brake electronic control unit (brake ECU), 110 1st speed planetary gear mechanism, 120 2nd speed 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 engagement member, 300, 301, 302 actuator, B1, B2, B3 brake, C0, C1, C2, C11, C12 clutch, MG1, MG2 motor.

Claims (19)

A power output device that outputs power to a drive shaft,
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;
Either or both of the rotating shaft of the first motor and the rotating shaft of the second motor can be selectively connected to the drive shaft, and the power from the first motor and the second motor Shift transmission means capable of transmitting power to the drive shaft at a predetermined speed ratio,
Requested braking force setting means for setting a requested braking force corresponding to a braking request operation;
When the braking request operation is performed, a regenerative braking force based on the set required braking force in a state where both the rotation shafts of the first and second motors are connected to the drive shaft by the shift transmission means. Control means for controlling the first and second electric motors so as to be output to the drive shaft;
A power output device comprising: The control means sets the target regenerative torque of the main motor so as not to exceed at least the rated regenerative torque of the main motor based on the set required braking force, and sets the set required braking force and the setting. The power output device according to claim 1, wherein the target regenerative torque of the sub-motor is set based on the target regenerative torque of the main motor .   3. The power output apparatus according to claim 2, wherein the main motor has a larger gear ratio between the first motor and the second motor and the drive shaft by the shift transmission unit.   The control means is configured so that the regenerative torque generated by the first electric motor and the regenerative torque generated by the second electric motor are substantially equal and the regenerative braking force based on the set required braking force is output to the drive shaft. The power output apparatus of Claim 1 which controls the 1st and 2nd electric motor.   The control means is configured so that the work performed by the first motor and the work performed by the second motor are substantially equal and the regenerative braking force based on the set required braking force is output to the drive shaft. The power output apparatus of Claim 1 which controls the 1st and 2nd electric motor.   The control means generates the first regenerative braking force based on the set required braking force and outputs the regenerative braking force to the drive shaft while the heat generation of the first motor and the heat generation of the second motor are approximately the same. The power output device according to claim 1, wherein the power output device controls the second motor. The control means sets the target regenerative torque of the first and second motors based on the set required braking force so that the sum of the loss of the first motor and the loss of the second motor is minimized. The power output apparatus according to claim 6 . In the power output device according to any one of claims 1 to 7 ,
An internal combustion engine;
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 configured to allow the elements to differentially rotate relative to each other;
A drive source element connection and the drive source which are any one of a connection between the first motor and the first element, a connection between the second motor and the second element, and a connection between the internal combustion engine and the third element. A connection / disconnection means capable of executing the element connection release;
The shift transmission means is capable of selectively connecting one or both of the first element and the second element of the power distribution and integration mechanism to the drive shaft, and the power from the first element. The power from the second element can be transmitted to the drive shaft at a predetermined speed ratio,
The control means outputs a regenerative braking force based on the set required braking force to the drive shaft in a state where the drive source element connection by the connection / disconnection means is released and the internal combustion engine is stopped. A power output device for controlling the first and second electric motors. In the power output device according to any one of claims 1 to 7 ,
An internal combustion engine;
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 configured to allow the elements to differentially rotate relative to each other;
A drive source element connection and the drive source which are any one of a connection between the first motor and the first element, a connection between the second motor and the second element, and a connection between the internal combustion engine and the third element. A connection / disconnection means capable of executing the element connection release;
The shift transmission means is capable of selectively connecting one or both of the first element and the second element of the power distribution and integration mechanism to the drive shaft, and the power from the first element. The power from the second element can be transmitted to the drive shaft at a predetermined speed ratio,
The control means is configured such that when the braking request operation is performed while both the first and second elements of the power distribution and integration mechanism are coupled to the drive shaft by the transmission transmission means, the drive source A braking force based on the set required braking force is output to the drive shaft using the regenerative braking force by the first and second motors and the braking force by the engine brake of the internal combustion engine while maintaining element connection. Control means for controlling the first and second electric motors and the internal combustion engine,
A power output device comprising: 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; according to any one of claims 1 to 9 is parallel-shaft type transmission including the other first and second element and the second speed change mechanism having at least one pair of parallel shaft-type gear train connectable 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 9 , 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 9 , wherein the power output device is a planetary gear type transmission including a connectable connecting mechanism. A vehicle comprising the power output device according to any one of claims 1 to 12 and including drive wheels driven by power from the drive shaft. The vehicle according to claim 13 , further comprising friction braking means capable of outputting an arbitrary friction braking force regardless of a braking request operation by a driver. A drive shaft; first and second motors capable of inputting / outputting power; power storage means capable of exchanging power with each of the first and second motors; a rotating shaft of the first motor; and the second motor Any one or both of the rotating shafts can be selectively coupled to the drive shaft, and the power from the first electric motor and the power from the second electric motor can be respectively transmitted at a predetermined speed ratio to the drive shaft. A power transmission device control method comprising:
(A) When a braking request operation is performed while both the rotation shafts of the first and second motors are connected to the drive shaft by the shift transmission means, a request control corresponding to the braking request operation is performed. Controlling the first and second electric motors such that a regenerative braking force based on power is output to the drive shaft;
A method for controlling a power output apparatus including: In step (a), the target regenerative torque of the main motor is set so as not to exceed at least the rated regenerative torque of the main motor based on the set required braking force, and the set required braking force and the The control method of the power output device according to claim 15, wherein the target regenerative torque of the sub motor is set based on the set target regenerative torque of the main motor . In step (a), the regenerative torque generated by the first electric motor and the regenerative torque generated by the second electric motor are substantially equal, and the regenerative braking force based on the required braking force is output to the drive shaft. The method for controlling a power output apparatus according to claim 15 , wherein the second motor is controlled. In step (a), the work performed by the first motor and the work performed by the second motor are substantially equal, and the regenerative braking force based on the required braking force is output to the drive shaft. The method for controlling a power output apparatus according to claim 15 , wherein the second motor is controlled. In step (a), the heat generation of the first motor and the heat generation of the second motor are approximately the same, and the regenerative braking force based on the required braking force is output to the drive shaft. The method for controlling a power output apparatus according to claim 15 , wherein two electric motors are controlled.

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