JP5076829B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to a hybrid vehicle that travels using an internal combustion engine and an electric motor as power sources, and more particularly, to a hybrid vehicle that uses an internal combustion engine and a motor generator as power sources.

  Among hybrid vehicles that travel using an internal combustion engine and an electric motor as power sources, there are parallel hybrid vehicles that can travel by transmitting the power of both the internal combustion engine and the electric motor to drive wheels. The parallel hybrid vehicle includes a planetary gear mechanism in which an internal combustion engine, an electric motor, and a drive wheel are connected, and controls a clutch mechanism that engages a predetermined rotating element and a fixed end of the planetary gear mechanism. Therefore, improvements such as fuel efficiency, power efficiency, and driving feeling are being made.

  For example, in Patent Document 1, in a power distribution and integration mechanism in which a motor is connected to a sun gear, a front wheel is connected to a ring gear, and a crankshaft of an engine is connected to a carrier, the carrier is the first clutch and the sun gear is the second clutch. A hybrid vehicle connected to is disclosed. In this hybrid vehicle, when power circulation occurs, when the remaining capacity (SOC) of the battery is small, the second clutch is turned on and the motor is fixed to be non-rotatable. When the remaining capacity (SOC) of the battery is large, Drive with one clutch turned on and the engine non-rotatable. As a result, charge / discharge management of the battery can be performed more appropriately and fuel efficiency of the vehicle can be improved.

  In Patent Document 2, a Ravigneaux type planetary gear mechanism is provided in a power distribution device, a carrier is connected to an engine, a first sun gear is connected to a first motor generator, and a second sun gear is connected to a second motor generator and drive. A hybrid vehicle is disclosed that includes a clutch that is coupled to a wheel and that can stop the rotation of the ring gear by coupling the ring gear and a fixed end by engagement of friction materials. In a state where the rotation of the ring gear is not stopped because the clutch does not connect the ring gear and the fixed end, the power can be distributed by the action of the planetary gear mechanism as in the case of a generally known hybrid vehicle. On the other hand, in a state where the clutch connects the ring gear and the fixed end and the rotation of the ring gear is stopped, the internal combustion engine and the drive wheel are mechanically directly connected at a predetermined gear ratio. As a result, the power of the internal combustion engine can be directly transmitted to the drive wheels without the conversion of power and electric power, and power circulation can be avoided.

JP 2007-55473 A JP 2004-284550 A

  However, in the hybrid vehicle described in Patent Document 1, since the engine (the carrier connected to the crankshaft of the engine) and the first clutch connected to the case are added, the efficiency during EV traveling using only the motor slightly increases. When the engine is driven, the engine speed increases if the engine is shifted to the direct operation state under the speed increasing operation condition. Therefore, there is a problem that the engine cannot be operated at a point where the fuel consumption efficiency of the engine is high.

  Further, in Patent Document 2, by stopping the ring gear using a clutch, a circulating operation state can be avoided while suppressing an increase in the engine speed, but after the clutch is engaged, the engine speed is increased according to the increase in the vehicle speed. Since it rises in succession, it will not operate at the optimal fuel consumption operating line. Therefore, the thermal efficiency of the engine may be reduced.

  The main subject of this invention is providing the hybrid vehicle which can operate an internal combustion engine on fuel-consumption optimal conditions, and can improve fuel-consumption efficiency.

In one aspect of the present invention, the power of the internal combustion engine is distributed and transmitted to any one of the drive wheels, the first motor generator, and the second motor generator, and the power of the first motor generator and the second motor generator is transmitted. A hybrid vehicle comprising a power distribution device capable of transmitting the other power of the first motor generator and the second motor generator driven by electric power regenerated by one to the drive wheels, the power distribution device Has a first planetary gear mechanism, a second planetary gear mechanism, and a clutch mechanism, and a first rotating element of the first planetary gear mechanism is connected to the first motor generator, and the first planetary gear mechanism includes: The second rotating element is connected to the internal combustion engine, and the third rotating element of the first planetary gear mechanism can be intermittently connected by the clutch mechanism. The first rotating element of the second planetary gear mechanism is connected to the driving wheel so as to be intermittently connected by the clutch mechanism, and the second rotating element of the second planetary gear mechanism is connected to the internal combustion engine. And a third rotating element of the second planetary gear mechanism is connected to a third rotating element of the first planetary gear mechanism, and the clutch mechanism includes at least the drive wheel and the first planetary gear. A power control device configured to selectively connect one of the third rotating element of the mechanism and the first rotating element of the second planetary gear mechanism, and controlling the intermittent operation of the clutch mechanism; The apparatus controls the clutch mechanism to connect the driving wheel and the third rotating element of the first planetary gear mechanism when the rotational speed of the internal combustion engine is higher than the rotational speed of the driving wheel, The power control device And wherein the rotational speed of the internal combustion engine to control the clutch mechanism so as to couple with the driving wheels when lower than the rotational speed of the drive wheel, a first rotating element of the second planetary gear mechanism To do.

  In the hybrid vehicle of the present invention, the first planetary gear mechanism is a single pinion type planetary gear mechanism, the second planetary gear mechanism is a double pinion type planetary gear mechanism, and the first planetary gear mechanism is the first planetary gear mechanism. One rotating element is a first sun gear, a second rotating element of the first planetary gear mechanism is a carrier, a third rotating element of the first planetary gear mechanism is a ring gear, and the second planetary gear is The first rotating element of the mechanism is a second sun gear, the second rotating element of the second planetary gear mechanism is the carrier, and the third rotating element of the second planetary gear mechanism is the ring gear.

  In the hybrid vehicle of the present invention, the first planetary gear mechanism and the second planetary gear mechanism are Ravigneaux planetary gear mechanisms, and the Ravigneaux planetary gear mechanism includes a first sun gear, a carrier, a ring gear, and a second gear. The first planetary gear mechanism is composed of the first sun gear, the carrier, and the ring gear, the second planetary gear mechanism is a Ravigneaux type planetary gear mechanism, and the Ravigneaux type planetary gear mechanism is , The second sun gear, the carrier, and the ring gear, the first rotating element of the first planetary gear mechanism is the first sun gear, and the second rotating element of the first planetary gear mechanism is the A carrier, and the third rotation element of the first planetary gear mechanism is the ring gear, and the first rotation of the second planetary gear mechanism. Element is the second sun gear, a second rotation element of the second planetary gear mechanism is a carrier, the third rotating element of the second planetary gear mechanism is the ring gear.

  In the hybrid vehicle of the present invention, the clutch mechanism includes a first clutch and a second clutch, and the first clutch can connect and disconnect the drive wheel and the first rotating element of the second planetary gear mechanism. The second clutch is configured to be able to intermittently connect the driving wheel and the third rotating element of the first planetary gear mechanism.

  In the hybrid vehicle of the present invention, the clutch mechanism selectively connects the drive wheel and one of the third rotating element of the first planetary gear mechanism and the first rotating element of the second planetary gear mechanism. Consists of possible dog clutches.

  The hybrid vehicle of the present invention includes a brake configured to be able to intermittently connect the first motor generator and a fixed end.

  In the hybrid vehicle of the present invention, the brake is controlled to be intermittently operated by the power control device.

  In the hybrid vehicle of the present invention, the power control device controls the brake so as to connect the first motor generator and the fixed end when the rotational speed of the internal combustion engine is lower than the rotational speed of the drive wheel. To do.

  According to the present invention, the fuel efficiency can be improved by switching the connection / disengagement of the clutch mechanism in accordance with the traveling conditions. In other words, in the low to medium speed range (when the reduction ratio is greater than 1), the third rotating element of the first planetary gear mechanism and the driving wheel are connected to each other, thereby connecting the first rotating element and the driving wheel of the second planetary gear mechanism. The rotation of the first motor generator can be made higher than when the two are connected, and the fuel efficiency can be improved by increasing the power generation amount of the first motor generator.

  Further, in the high speed range (when the reduction ratio is smaller than 1), the rotation of the first motor generator is reverse to the rotation of the internal combustion engine by connecting the first rotating element of the second planetary gear mechanism and the drive wheel. Can be prevented. Therefore, the first motor generator does not shift to a so-called power circulation state in which the second motor generator operates in the reverse rotational power running state and the second motor generator operates in the forced regeneration state, and both the motor generators do not have fixed rotation speeds. It is possible to operate under the optimum fuel consumption conditions, and to improve the fuel efficiency of the internal combustion engine.

In the hybrid vehicle according to the embodiment of the present invention, the power of the internal combustion engine (11 in FIG. 1) is supplied to the drive wheels (23 in FIG. 1), the first motor generator (MG1 in FIG. 1), and the second motor generator (FIG. 1). 1 MG2) and distributed to one of the first motor generator (MG1 in FIG. 1) and the first motor generator driven by electric power regenerated by one of the second motor generator (MG2 in FIG. 1). A power distribution device (2 in FIG. 1) capable of transmitting the other power of the motor generator (MG1 in FIG. 1) and the second motor generator (MG2 in FIG. 1) to the drive wheels (23 in FIG. 1). The power distribution device (2 in FIG. 1) includes a first planetary gear mechanism (3 in FIG. 1) and a second planetary gear mechanism (4 in FIG. 1). And clutch machine (C1 and C2 in FIG. 1), and the first rotating element (14 in FIG. 1) of the first planetary gear mechanism (3 in FIG. 1) is connected to the first motor generator (MG1 in FIG. 1). The second rotating element (17 in FIG. 1) of the first planetary gear mechanism (3 in FIG. 1) is connected to the internal combustion engine (11 in FIG. 1), and the first planetary gear mechanism (in FIG. 1). 3) is connected to the drive wheel (23 in FIG. 1) by the clutch mechanism (C2 in FIG. 1), and is connected to the second planetary gear mechanism (FIG. 1). 4) of the first rotating element (18 in FIG. 1) is connected to the driving wheel (23 in FIG. 1) so as to be intermittently connected by the clutch mechanism (C1 in FIG. 1), and the second planetary gear mechanism (see FIG. 1). 1), the second rotating element (17 in FIG. 1) is connected to the internal combustion engine (11 in FIG. 1), and the second planetary gear machine. The third rotating element (16 in FIG. 1) (4 in FIG. 1) is connected to the third rotating element (16 in FIG. 1) of the first planetary gear mechanism (3 in FIG. 1), and the clutch mechanism ( C1, C2) in FIG. 1 includes at least the driving wheel (23 in FIG. 1), a third rotating element (16 in FIG. 1) of the first planetary gear mechanism (3 in FIG. 1), and the second A planetary gear mechanism (4 in FIG. 1) is configured to be selectively connectable to one of the first rotating elements (18 in FIG. 1), and includes a power control device that controls the intermittent operation of the clutch mechanism. The control device controls the clutch mechanism to connect the driving wheel and the third rotating element of the first planetary gear mechanism when the rotational speed of the internal combustion engine is higher than the rotational speed of the driving wheel. The power control device is configured to drive the engine when the rotational speed of the internal combustion engine is lower than the rotational speed of the drive wheel. The clutch mechanism is controlled to connect the driving wheel and the first rotating element of the second planetary gear mechanism .

  A hybrid vehicle according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram schematically illustrating the configuration of a hybrid vehicle according to a first embodiment of the present invention.

  Hybrid vehicle 1 is a vehicle that travels using engine 11 and motor generators MG1, MG2 as power sources, and can travel by transmitting the power of both engine 11 and motor generators MG1, MG2 to drive wheels 23. This is a parallel hybrid vehicle. The hybrid vehicle 1 includes a power distribution device 2 in which an engine 11, a motor generator MG1, MG2, and a drive wheel 23 are connected, and predetermined rotating elements 16 of planetary gear mechanisms 3, 4 in the power distribution device 2, By controlling the clutches C1 and C2 that engage the output shaft 21 with the output shaft 21, the power of the engine 11 is distributed to the drive wheels 23 and the first motor generator MG1 or the second motor generator MG2. When the rotation speeds of the two rotation elements among the four rotation elements of the sun gear 14, the carrier 17, the sun gear 18, and the ring gear 16 in the planetary gear mechanisms 3 and 4 are determined, the rotation speeds of the remaining two rotation elements are determined. It is determined. The hybrid vehicle 1 includes an engine 11, a crankshaft 12, a sun gear 14, a pinion gear 15, a ring gear 16, a carrier 17, a sun gear 18, pinion gears 19 and 20, an output shaft 21, a differential gear 22, Drive wheel 23, engine ECU 24, motor ECU 25, power control device 26, vehicle speed sensor 27, accelerator opening sensor 28, shift position sensor 29, brake position sensor 30, first motor generator MG1, It has a second motor generator MG2, a first clutch C1, and a second clutch C2.

  The engine 11 is an internal combustion engine that outputs power from a crankshaft 12 by explosion combustion of a hydrocarbon fuel such as gasoline or light oil. The engine 11 is controlled by the engine ECU 24 such as fuel injection control, ignition control, intake air amount adjustment control, and the like.

  The crankshaft 12 is a power output shaft of the engine 11, is connected to the carrier 17, and rotates integrally with the carrier 17.

  The sun gear 14 is an external gear connected to the rotor of the first motor generator MG1, and is a rotating element of the first row single pinion type planetary gear mechanism 3. The sun gear 14 meshes with a plurality of pinion gears 15 on the outer periphery.

  The pinion gear 15 is an external gear that meshes with the sun gear 14 and meshes with the ring gear 16, and is a rotating element of the first row single pinion planetary gear mechanism 3. The pinion gear 15 is held by a carrier 17 so as to rotate and revolve.

  The ring gear 16 is an internal gear disposed concentrically with the sun gear 14 and the sun gear 18, and is a common rotating element of the first row single pinion type planetary gear mechanism 3 and the second row double pinion type planetary gear mechanism 4. . The ring gear 16 meshes with the plurality of pinion gears 15 on the inner periphery of the first row single pinion type planetary gear mechanism 3. The ring gear 16 meshes with the plurality of pinion gears 20 on the inner periphery of the second row double pinion type planetary gear mechanism 4. The ring gear 16 is connected to one end of the second clutch C2.

  The carrier 17 is a member that holds the pinion gear 15 and the pinion gears 19 and 20 so as to rotate and revolve. The carrier 17 is a common rotating element of the first row single pinion type planetary gear mechanism 3 and the second row double pinion type planetary gear mechanism 4. is there. The carrier 17 is connected to the crankshaft 12 of the engine 11.

  The sun gear 18 is an external gear connected to one end of the first clutch C <b> 1 and is a rotating element of the second row double pinion type planetary gear mechanism 4. The sun gear 18 meshes with a plurality of pinion gears 19 on the outer periphery.

  The pinion gear 19 is an external gear that meshes with the sun gear 18 and is a rotating element of the second row double pinion type planetary gear mechanism 4. The pinion gear 19 is held by the carrier 17 so as to rotate and revolve.

  The pinion gear 20 is an external gear that meshes with the ring gear 16 and is a rotating element of the second row double pinion planetary gear mechanism 4. The pinion gear 20 is held by the carrier 17 so as to rotate and revolve.

  The output shaft 21 is a rotating shaft connected to the other ends of the first clutch C1 and the second clutch C2. Output shaft 21 is connected to the rotor of second motor generator MG2. The output shaft 21 rotates integrally with the ring gear 16 when only the first clutch C1 is engaged, and rotates integrally with the sun gear 18 when only the second clutch C2 is engaged. The clutch C2 rotates together with the crankshaft 12 by engaging both. The output shaft 21 is mechanically connected to the differential gear 22.

  The differential gear 22 is a device that receives a driving force from the output shaft 21 and absorbs a difference in rotational speed between the left and right drive wheels 23 to enable smooth rolling running.

  The drive wheel 23 is a wheel that drives the vehicle, and is mechanically connected to the differential gear 22.

  The engine ECU 24 is a control device that performs control such as fuel injection, ignition, and intake air amount adjustment of the engine 11. The engine ECU 24 is communicably connected to the power control device 26 and receives signals from various sensors that detect the driving state. The engine ECU 24 controls the engine 11 by a signal from the power control device 26 and outputs data related to the operation state of the engine 11 to the power control device 26 as necessary.

  The motor ECU 25 is a control device that drives and controls the motor generators MG1 and MG2. The motor ECU 25 has signals necessary for driving and controlling the motor generators MG1 and MG2 (for example, a signal that detects the rotational position of the rotor of the motor generators MG1 and MG2, a phase current applied to the motor generators MG1 and MG2, etc.) Is entered. The motor ECU 25 is communicably connected to the power control device 26, controls the motor generators MG1 and MG2 by a control signal from the power control device 26, and relates to the operating state of the motor generators MG1 and MG2 as necessary. Data is output to the power control device 26.

  The power control device 26 is a computer device that controls the clutches C1 and C2 based on a predetermined program. The vehicle speed from the vehicle speed sensor 27, the accelerator opening from the accelerator opening sensor 28, the shift position from the shift position sensor 29, the brake pedal position from the brake position sensor 30, etc. are input to the power control device 26. The power control device 26 is communicably connected to the engine ECU 24 and the motor ECU 25, and exchanges various control signals and data with the engine ECU 24 and the motor ECU 25. The power control device 26 controls the motor ECU 25 to drive the second motor generator MG2 with electric power regenerated by the first motor generator MG1, and uses the electric power regenerated by the second motor generator MG2 to control the first motor generator MG1. Control to drive.

  The vehicle speed sensor 27 is a sensor that detects the vehicle speed, and outputs the detected signal to the power control device 26.

  The accelerator opening sensor 28 is a sensor that detects the amount of depression of the accelerator pedal (accelerator opening), and outputs the detected signal to the power control device 26.

  The shift position sensor 29 is a sensor that detects an operation position (shift position) of the shift lever, and outputs a detected signal to the power control device 26.

  The brake position sensor 30 is a sensor that detects the amount of depression of the brake pedal (the brake position), and outputs the detected signal to the power control device 26.

  The first motor generator MG1 is a synchronous generator motor that can be driven as a generator and can be driven as a motor. The rotor of the first motor generator MG1 is connected to the sun gear 14 of the first row single pinion type planetary gear mechanism 3. First motor generator MG1 is driven and controlled by motor ECU 25.

  The second motor generator MG2 is a synchronous generator motor that can be driven as a generator as well as a generator. The rotor of second motor generator MG2 is connected to output shaft 21. Second motor generator MG2 is driven and controlled by motor ECU 25.

  The first clutch C <b> 1 is a mechanism that enables intermittent transmission of power from the sun gear 18 to the output shaft 21 of the second row double pinion type planetary gear mechanism 4. Engagement / disengagement of the first clutch C <b> 1 is controlled by the power control device 26.

  The second clutch C2 is a mechanism that enables the transmission of power from the ring gear 16 to the output shaft 21 of the first row single pinion type planetary gear mechanism 3 and the second row double pinion type planetary gear mechanism 4 to be intermittent. Engagement / disengagement of the second clutch C <b> 2 is controlled by the power control device 26.

  Next, the operation of the hybrid vehicle according to the first embodiment of the present invention will be described with reference to the drawings. FIG. 2 is a flowchart schematically showing an example of the operation of the power control apparatus for a hybrid vehicle according to the first embodiment of the present invention. FIG. 5 is a collinear diagram schematically illustrating the relationship between the rotational speeds of the respective rotating elements in the power distribution device for a hybrid vehicle according to the first embodiment of the present invention. FIG. 6 is a collinear chart schematically showing the relationship between the rotational speeds of the rotary elements in the power distribution device for a hybrid vehicle according to the first embodiment of the present invention. FIG. 7 is a collinear diagram at the time of switching schematically showing the relationship between the rotational speeds of the rotary elements in the power distribution device for a hybrid vehicle according to the first embodiment of the present invention.

  Referring to FIG. 2, first, the power control device (26 in FIG. 1) calculates a reduction ratio (Ne / Nout) based on the engine speed Ne and the output shaft speed Nout (step A1). The engine speed is input from the engine (11 in FIG. 1) to the power control device (26 in FIG. 1) via the engine ECU (24 in FIG. 1), and the output shaft speed is the output shaft (in FIG. 1). 21) is input from the second motor generator (MG2 in FIG. 1) rotating integrally with the power control device (26 in FIG. 1) via the motor ECU (25 in FIG. 1).

  Next, the power control device (26 in FIG. 1) determines whether or not the calculated reduction gear ratio is greater than 1 (step A2).

  If the reduction ratio is greater than 1 (YES in step A2), the power control device (26 in FIG. 1) engages the second clutch (C2 in FIG. 1) (step A3). When the reduction ratio is greater than 1, the vehicle is in the low and medium speed range, and therefore the first clutch (C1 in FIG. 1) is engaged by engaging the second clutch (C2 in FIG. 1) (see FIG. 5). The rotation of the first motor generator (MG1 in FIG. 1) can be made higher than when combined (see FIG. 8). Thereby, the electric power generation amount of a 1st motor generator (MG1 of FIG. 1) can be made high, and an engine (11 of FIG. 1) can be operated on fuel-consumption optimal conditions. Then, it returns to step A1.

  Here, in the collinear diagram of FIG. 5, ρ1 is a gear ratio between the sun gears 14 and 18, and ρ2 is a gear ratio between the sun gear 18 and the ring gear 16. In FIG. 5, the horizontal axis indicates the sun gear (S1; 14 in FIG. 1), carrier (C; 17 in FIG. 1), ring gear (R; 16 in FIG. 1), sun gear (S2; FIG. The coordinates corresponding to 18) are taken. The distance between these coordinates is such that the distance between S1-C and the distance between C-S2 is (1 / ρ1): 1, and the distance between RC and C- The distance between -S2 is set to have a relation of ρ2: 1. On the vertical axis, the number of rotations of each rotating element at each coordinate is taken. This rotational speed indicates that the direction in which the engine (11 in FIG. 1) rotates is positive, and in the negative case, the rotational element is rotating in the reverse direction. The rotational speeds of the respective rotating elements are in a proportional relationship, and the rotational speeds of the respective elements are arranged on a straight line called an operation collinear on the alignment chart. The first motor generator MG1 is shown below the sun gear S1 shaft, and the engine (11 in FIG. 1) is shown below the carrier C shaft. When the second clutch (C2 in FIG. 1) is engaged, the output shaft (21 in FIG. 1) is shown below the ring gear R-axis, and when the first clutch (C1 in FIG. 1) is engaged. An output shaft (21 in FIG. 1) is shown below the sun gear S2 shaft. The same applies to the collinear charts of FIGS.

If the reduction ratio is not greater than 1 (NO in step A2), the power control device (26 in FIG. 1) determines whether or not the calculated reduction ratio is 1 (or a predetermined range centered on 1). (Step A4).

  When the reduction ratio is 1 (YES in step A4), the power control device (26 in FIG. 1) determines whether or not the acceleration calculated based on signals from various sensors and ECUs is greater than 0 ( Step A5).

  If the acceleration is greater than 0 (YES in step A5), the power control device (26 in FIG. 1) switches the engagement state from the second clutch (C2 in FIG. 1) to the first clutch (C1 in FIG. 1) ( Step A6). That is, if the reduction ratio is 1, the first clutch (C1 in FIG. 1) and the second clutch (C2 in FIG. 1) have the same rotational speed (see FIG. 7). The engaged second clutch (C2 in FIG. 1) is disengaged, and the unengaged first clutch (C1 in FIG. 1) is engaged. At this time, there may be a state in which both the first clutch (C1 in FIG. 1) and the second clutch (C2 in FIG. 1) are engaged. Then, it returns to step A1.

  When the acceleration is 0 or less (NO in step A5), the power control device (26 in FIG. 1) switches the engagement state from the first clutch (C1 in FIG. 1) to the second clutch (C2 in FIG. 1) ( Step A7). That is, if the reduction ratio is 1, the rotation speeds of the first clutch (C1 in FIG. 1) and the second clutch (C2 in FIG. 1) are equal (see FIG. 7). The engaged first clutch (C1 in FIG. 1) is disengaged and the unengaged second clutch (C2 in FIG. 1) is engaged. At this time, there may be a state in which both the first clutch (C1 in FIG. 1) and the second clutch (C2 in FIG. 1) are engaged. Then, it returns to step A1.

  If the reduction ratio is not 1 (NO in step A4), the power control device (26 in FIG. 1) brings the first clutch (C1 in FIG. 1) into an engaged state (step A8). When the speed reduction ratio is not greater than 1 and the speed reduction ratio is not 1, the vehicle is in a high speed range where the speed reduction ratio is less than 1, so that the first clutch (C1 in FIG. 1) is engaged (see FIG. 6). ), When the second clutch (C2 in FIG. 1) is engaged (see FIG. 9), the rotation of the first motor generator (MG1 in FIG. 1) reverses to the rotation of the engine (11 in FIG. 1). Can be prevented. Therefore, the first motor generator (MG1 in FIG. 1) does not shift to the so-called power circulation state in which the second motor generator (MG2 in FIG. 1) operates in the reverse rotational power running state and the forced regeneration state. Then, it returns to step A1.

  According to the first embodiment, the fuel efficiency can be improved by switching the connection / disengagement between the first clutch C1 and the second clutch C2 in accordance with the traveling conditions. That is, in the low and medium speed range (when the reduction ratio is greater than 1), the ring gear (FIG. 1) of the first row single pinion type planetary gear mechanism (3 of FIG. 1) is engaged by engaging the second clutch (C2 of FIG. 1). 16) and the output shaft (21 in FIG. 1) are connected to each other than in the case of engaging the first clutch (C1 in FIG. 1). The rotation of the first motor generator (MG1 in FIG. 1) connected to the sun gear (14 in FIG. 1) can be increased, and the fuel efficiency is improved by increasing the power generation amount of the first motor generator (MG1 in FIG. 1). Can be made.

  In the high speed range (when the reduction ratio is smaller than 1), the first motor generator (MG1 in FIG. 1) is rotated by the first clutch (C1 in FIG. 1) to engage the engine (11 in FIG. 1). It is possible to prevent reverse rotation of the rotation. Therefore, the first motor generator (MG1 in FIG. 1) does not shift to a so-called power circulation state in which the second motor generator (MG2 in FIG. 1) operates in the reverse rotational power running state and the forced regeneration state. Since both motor generators (MG1 and MG2 in FIG. 1) do not have a fixed rotation speed, they can be operated under optimum fuel economy conditions, and the fuel efficiency of the engine (11 in FIG. 1) can be improved.

  Further, the clutch to be engaged can be selected according to a map based on the vehicle speed and the accelerator opening. In such a configuration, for example, the following operation is performed. First, the vehicle is normally started with the second clutch (C2 in FIG. 1) engaged. Thereafter, the vehicle speed, the accelerator opening, and the clutch state are read (step B1 in FIG. 3), and it is determined whether or not the vehicle is in the acceleration region according to the map shown in FIG. 4 (step B2 in FIG. 3). Based on this, the connection / disconnection of the first clutch (C1 in FIG. 1) and the second clutch (C2 in FIG. 1) is controlled (step B3 or B4 in FIG. 3). For example, when the vehicle speed increases at a constant acceleration and the rotation speed of the second motor generator (MG2 in FIG. 1) becomes the same as that of the engine rotation speed or the first motor generator (MG1 in FIG. 1) (FIG. 3). NO in step B2), the second clutch (C2 in FIG. 1) is released, and the first clutch (C1 in FIG. 1) is engaged (step B4 in FIG. 3). Also, when the accelerator opening is reduced by loosing the accelerator during acceleration (NO in step B2 in FIG. 3), the first motor generator (MG1 in FIG. 1) and the engine speed are In order to reduce the rotational speed to 2 or less of the two-motor generator (MG2 in FIG. 1), the second clutch (C2 in FIG. 1) is released and the first clutch (C1 in FIG. 1) is engaged (step B4 in FIG. 3). . Conversely, even when the first clutch (C1 in FIG. 1) is engaged and cruising, if the driver greatly depresses the accelerator to suddenly accelerate (YES in step B2 in FIG. 3). In order to increase the engine speed and increase the reduction ratio, the rotation of the second motor generator (MG2 in FIG. 1) in the process of increasing the engine speed and the first motor generator (MG1 in FIG. 1). When the number becomes the same, the first clutch (C1 in FIG. 1) is released and the second clutch (C2 in FIG. 1) is engaged (step B3 in FIG. 3).

  A hybrid vehicle according to a second embodiment of the present invention will be described with reference to the drawings. FIG. 10 is a schematic diagram schematically illustrating the configuration of the hybrid vehicle according to the second embodiment of the present invention.

  The hybrid vehicle 1 according to the second embodiment applies a Ravigneaux type planetary gear mechanism 5 equivalent to the combination of the planetary gear mechanisms (3 and 4 in FIG. 1) of the power distribution device (2 in FIG. 1) of the first embodiment. It is. Other configurations and operations are the same as those in the first embodiment.

  The Ravigneaux type planetary gear mechanism 5 includes a sun gear 41, pinion gears 42 and 43, a carrier 44, a ring gear 45, and a sun gear 46.

  The sun gear 41 is an external gear connected to the rotor of the first motor generator MG1, and is a rotating element of the Ravigneaux type planetary gear mechanism 5. Sun gear 41 meshes with a plurality of pinion gears 42 on the outer periphery.

The pinion gear 42 is an external gear that meshes with the sun gear 41 and meshes with the pinion gear 43, and is a rotating element of the Ravigneaux type planetary gear mechanism 5. The pinion gear 42 is held by the carrier 44 so as to rotate and revolve.

The pinion gear 43 is an external gear that meshes with the pinion gear 42, meshes with the ring gear 45, and meshes with the sun gear 46, and is a rotating element of the Ravigneaux type planetary gear mechanism 5. The pinion gear 43 is held by the carrier 44 so as to rotate and revolve.

The carrier 44 is a member that holds the pinion gears 42 and 43 so as to rotate and revolve freely, and is a rotating element of the Ravigneaux type planetary gear mechanism 5. The carrier 44 is connected to the crankshaft 12 of the engine 11.

The ring gear 45 is an internal gear disposed concentrically with the sun gear 41 and the sun gear 46, and is a rotating element of the Ravigneaux type planetary gear mechanism 5. The ring gear 45 meshes with the plurality of pinion gears 43 on the inner periphery. The ring gear 45 is connected to one end of the second clutch C2.

The sun gear 46 is an external gear connected to one end of the first clutch C <b> 1 and is a rotating element of the Ravigneaux type planetary gear mechanism 5. The sun gear 46 meshes with the plurality of pinion gears 43 on the outer periphery.

  According to the second embodiment, the same effects as the first embodiment can be obtained, and the power distribution device 2 can be reduced in size and weight.

  A hybrid vehicle according to Embodiment 3 of the present invention will be described with reference to the drawings. FIG. 11 is a schematic diagram schematically illustrating the configuration of the hybrid vehicle according to the third embodiment of the present invention.

  In the hybrid vehicle 1 according to the third embodiment, the clutch (C1, C2 in FIG. 1) of the first embodiment is a dog clutch 47. The dog clutch 47 is a mechanism that enables intermittent transmission of power from the ring gear 16 or the sun gear 18 to the output shaft 21 by selectively meshing. Engagement / disengagement of the dog clutch 47 is controlled by the power control device 26. The dog clutch 47 does not engage with both the ring gear 16 and the sun gear 18 at the same time. Other configurations and operations are the same as those in the first embodiment.

  According to the third embodiment, the same effects as in the first embodiment can be achieved, and the engagement element can be configured without using hydraulic control by using the dog clutch 47, so that high efficiency can be achieved. .

  A hybrid vehicle according to Embodiment 4 of the present invention will be described with reference to the drawings. FIG. 12 is a schematic diagram schematically showing the configuration of the hybrid vehicle according to the fourth embodiment of the present invention.

  In the hybrid vehicle 1 according to the fourth embodiment, a brake B is disposed between the rotor of the first motor generator MG1 and a fixed end (for example, a case) in order to prevent rotation of the rotor of the first motor generator MG1. It is a thing. Engagement / disengagement of the brake B is controlled by the power control device 26. Other configurations and operations are the same as those in the first embodiment.

According to the fourth embodiment, the same effect as that of the first embodiment is obtained, and in the speed-up operation state at the time of high speed traveling, it is more appropriate to prevent the rotation of the first motor generator MG1 in consideration of fuel consumption or battery SOC. In such a case, the brake B can be operated, and the first motor generator MG1 can be operated by selecting the rotation prevention state.

  A hybrid vehicle according to Embodiment 5 of the present invention will be described with reference to the drawings. FIG. 13 is a schematic diagram schematically illustrating the configuration of the hybrid vehicle according to the fifth embodiment of the present invention.

  In the hybrid vehicle 1 according to the fifth embodiment, the clutches (C1 and C2 in FIG. 10) of the second embodiment (applying the Ravigneaux type planetary gear mechanism 5) are the dog clutch 47 as in the third embodiment, and the first In order to prevent rotation of the rotor of the motor generator MG1, a brake B is disposed between the rotor of the first motor generator MG1 and a fixed end (for example, a case) as in the fourth embodiment. Other configurations and operations are the same as those in the second embodiment.

  According to the fifth embodiment, the same effects as in the second to fourth embodiments are obtained.

It is the schematic which showed typically the structure of the hybrid vehicle which concerns on Example 1 of this invention. It is the flowchart which showed typically an example of operation | movement of the motive power control apparatus of the hybrid vehicle which concerns on Example 1 of this invention. It is the flowchart which showed typically the modification of operation | movement of the motive power control apparatus of the hybrid vehicle which concerns on Example 1 of this invention. It is an example of the map regarding the vehicle speed-accelerator opening degree used in the modification of operation | movement of the power control apparatus of the hybrid vehicle which concerns on Example 1 of this invention. It is a collinear diagram at the time of low / medium speed schematically showing the relationship between the rotational speeds of the respective rotary elements in the power distribution device for a hybrid vehicle according to the first embodiment of the present invention. FIG. 3 is a collinear diagram schematically showing a relationship between the rotational speeds of the respective rotary elements in the power distribution device for a hybrid vehicle according to the first embodiment of the present invention. FIG. 5 is a collinear diagram at the time of switching schematically showing the relationship between the rotational speeds of the rotary elements in the power distribution device for a hybrid vehicle according to the first embodiment of the present invention. FIG. 6 is a collinear diagram (reference example) at the time of low and medium speeds schematically showing the relationship between the rotational speeds of the rotary elements in the power distribution device of the hybrid vehicle. FIG. 6 is a collinear chart (reference example) at a high speed region schematically showing the relationship between the rotational speeds of the rotary elements in the power distribution device of the hybrid vehicle. It is the schematic which showed typically the structure of the hybrid vehicle which concerns on Example 2 of this invention. It is the schematic which showed typically the structure of the hybrid vehicle which concerns on Example 3 of this invention. It is the schematic which showed typically the structure of the hybrid vehicle which concerns on Example 4 of this invention. It is the schematic which showed typically the structure of the hybrid vehicle which concerns on Example 5 of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Power distribution device 3 1st row single pinion planetary gear mechanism (1st planetary gear mechanism)
4 Second row double pinion planetary gear mechanism (second planetary gear mechanism)
5 Ravinio type planetary gear mechanism 11 Engine (Internal combustion engine)
12 crankshaft 14 sun gear 15 pinion gear 16 ring gear 17 carrier 18 sun gear 19, 20 pinion gear 21 output shaft 22 differential gear 23 driving wheel 24 engine ECU
25 Motor ECU
26 Power control device 27 Vehicle speed sensor 28 Accelerator opening sensor 29 Shift position sensor 30 Brake position sensor 41 Sun gear 42, 43 Pinion gear 44 Carrier 45 Ring gear 46 Sun gear 47 Dog clutch MG1 First motor generator MG2 Second motor generator C1 First clutch C2 First 2 clutch B brake

Claims (8)

The power of the internal combustion engine is distributed and transmitted to one of the driving wheels, the first motor generator, and the second motor generator, and is driven by the electric power regenerated by one of the first motor generator and the second motor generator. A hybrid vehicle including a power distribution device capable of transmitting the other power of the first motor generator and the second motor generator to the drive wheels,
The power distribution device includes a first planetary gear mechanism, a second planetary gear mechanism, and a clutch mechanism,
A first rotating element of the first planetary gear mechanism is connected to the first motor generator;
A second rotating element of the first planetary gear mechanism is connected to the internal combustion engine;
The third rotating element of the first planetary gear mechanism is connected to the drive wheel so as to be intermittent by the clutch mechanism,
The first rotating element of the second planetary gear mechanism is connected to the drive wheel so as to be intermittent by the clutch mechanism,
A second rotating element of the second planetary gear mechanism is connected to the internal combustion engine;
A third rotating element of the second planetary gear mechanism is connected to a third rotating element of the first planetary gear mechanism;
The clutch mechanism is configured to be capable of selectively connecting at least the driving wheel and one of the third rotating element of the first planetary gear mechanism and the first rotating element of the second planetary gear mechanism ,
A power control device for controlling the intermittent operation of the clutch mechanism;
The power control device includes the clutch mechanism so as to connect the driving wheel and the third rotating element of the first planetary gear mechanism when the rotational speed of the internal combustion engine is higher than the rotational speed of the driving wheel. Control
The power control device includes the clutch mechanism so as to connect the drive wheel and the first rotation element of the second planetary gear mechanism when the rotation speed of the internal combustion engine is lower than the rotation speed of the drive wheel. A hybrid vehicle characterized by controlling . The first planetary gear mechanism is a single pinion type planetary gear mechanism,
The second planetary gear mechanism is a double pinion type planetary gear mechanism,
The first rotating element of the first planetary gear mechanism is a first sun gear;
The second rotating element of the first planetary gear mechanism is a carrier;
The third rotating element of the first planetary gear mechanism is a ring gear;
The first rotating element of the second planetary gear mechanism is a second sun gear;
The second rotating element of the second planetary gear mechanism is the carrier;
The third rotating element of the second planetary gear mechanism, the hybrid vehicle according to claim 1, wherein the a ring gear. The first planetary gear mechanism and the second planetary gear mechanism are Ravigneaux type planetary gear mechanisms,
The Ravigneaux type planetary gear mechanism is constituted by a first sun gear, a carrier, a ring gear, and a second sun gear,
The first planetary gear mechanism includes the first sun gear, the carrier, and the ring gear.
The second planetary gear mechanism is a Ravigneaux type planetary gear mechanism,
The Ravigneaux type planetary gear mechanism is constituted by the second sun gear, the carrier, and the ring gear,
The first rotating element of the first planetary gear mechanism is the first sun gear;
The second rotating element of the first planetary gear mechanism is the carrier;
The third rotating element of the first planetary gear mechanism is the ring gear;
The first rotating element of the second planetary gear mechanism is the second sun gear;
The second rotating element of the second planetary gear mechanism is the carrier;
The third rotating element of the second planetary gear mechanism, according to claim 1 or 2 hybrid vehicle, wherein said a ring gear. The clutch mechanism includes a first clutch and a second clutch,
The first clutch is configured to be able to intermittently connect the driving wheel and the first rotating element of the second planetary gear mechanism,
The hybrid vehicle according to any one of claims 1 to 3 , wherein the second clutch is configured to be capable of intermittently connecting the driving wheel and a third rotating element of the first planetary gear mechanism. The clutch mechanism is constituted by a dog clutch capable of selectively connecting the driving wheel and one of the third rotating element of the first planetary gear mechanism and the first rotating element of the second planetary gear mechanism. The hybrid vehicle according to any one of claims 1 to 3 . The hybrid vehicle according to any one of claims 1 to 5 , further comprising a brake configured to be capable of intermittently connecting the first motor generator and the fixed end. The hybrid vehicle according to claim 6 , wherein an intermittent operation of the brake is controlled by the power control device. The power control apparatus controls the brake so as to connect the first motor generator and a fixed end when the rotational speed of the internal combustion engine is lower than the rotational speed of the drive wheel. 7. The hybrid vehicle according to 7 .

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