JP5104368B2 - Power output device and vehicle - Google Patents

Description

  The present invention relates to a power output device that outputs power to a drive shaft, and a vehicle having drive wheels connected to the drive shaft.

  Conventionally, a power output apparatus using an infinitely variable transmission (IVT) configured by combining a continuously variable transmission and a planetary gear mechanism is known (for example, see Patent Document 1). This power output device is used as a drive device for a hybrid vehicle connected to an engine, and includes a motor, a continuously variable transmission, a sun gear as a first input element, and a carrier as a second input element. And a planetary gear mechanism having a ring gear as an output element, a high clutch that engages and disengages the sun gear of the planetary gear mechanism with the output shaft of the device, and a low clutch that engages and disengages the ring gear of the planetary gear mechanism with the output shaft of the device. With. In this case, the input shaft of the continuously variable transmission is connected to the engine and to the carrier of the planetary gear mechanism through a parallel shaft type gear train. The output shaft of the continuously variable transmission is connected to the sun gear of the planetary gear mechanism and to the motor.

In this power output apparatus, a torque circulation mode is set in which torque circulation is generated in the continuously variable transmission by releasing the high clutch and engaging the low clutch. Under such a torque circulation mode, the sun gear is changed from a high speed (overdrive) rotation state of the input speed ratio Ai to a low speed of the input speed ratio Bi by changing the speed change state of the continuously variable transmission from the acceleration state to the deceleration state. (Under drive) It is possible to change the speed ratio of the ring gear connected to the output shaft of the apparatus from the negative speed ratio Ao (reverse rotation state) to a certain speed increase speed ratio Bo by changing to the rotation state. . In addition, under the torque circulation mode, the torque from the motor is amplified by the continuously variable transmission, so that a large torque can be output to the output shaft, and the rotational speed on the output shaft side of the device is higher than that. Since the rotation speed of the motor becomes high, it becomes possible to execute energy regeneration by the motor in a rotation region with good regeneration efficiency. Further, in this power output device, the direct torque transmission mode is set by releasing the low clutch and engaging the high clutch when the sun gear and the ring gear are synchronized in rotation. Under this direct torque transmission mode, the speed ratio of the sun gear as an output element, that is, the output shaft of the device is changed to the constant speed ratio by changing the speed change state of the continuously variable transmission from the constant speed state to the speed increase state. It is possible to change from Ci to the high speed ratio Di. Further, under the direct torque transmission mode, the torque from the motor can be transmitted to the output shaft without passing through the continuously variable transmission mechanism, so that the transmission efficiency of the motor torque can be improved. The energy regeneration by the motor can be executed without causing a loss in the continuously variable transmission.
JP 2004-175320 A

  In the conventional power output device, it is possible to efficiently output a large torque to the output shaft in the low speed range by setting the torque circulation mode. However, under the direct torque transmission mode, the continuously variable transmission It is only possible to output at least one of the power from the engine and the power from the motor, which are shifted by the motor, to the output shaft. Therefore, from the viewpoint of increasing the gear ratio range and improving the energy efficiency and torque characteristics in a wide range of operation from the low speed range to the high speed range, the conventional power output apparatus still has room for improvement. .

  SUMMARY OF THE INVENTION Accordingly, it is a primary object of the present invention to provide a power output apparatus capable of improving energy efficiency and torque characteristics in a wider driving range and a vehicle including the same.

  The power output apparatus and the vehicle according to the present invention employ the following means in order to achieve the main object.

The power output device according to the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to a predetermined rotating element;
A continuously variable transmission capable of continuously changing the power input to the input shaft and outputting it to the output shaft;
A first input element connected to the output shaft of the continuously variable transmission, a second input element rotatable in the direction opposite to the rotation element in conjunction with the rotation element, and connected to the drive shaft A planetary gear mechanism including an output element to be
Connection / disconnection means for performing connection between the rotating element and the input shaft of the continuously variable transmission and release of the connection;
A first electric motor capable of outputting at least power to the input shaft of the continuously variable transmission;
A second electric motor capable of outputting at least power to the rotating element;
Power storage means capable of exchanging power with the first and second electric motors;
Is provided.

  In this power output device, the rotating element, the continuously variable transmission, and the planetary gear mechanism are so-called in cooperation with each other when the rotating element and the input shaft of the continuously variable transmission are connected by the connection / disconnection means. Torque by constituting an infinite transmission (IVT) and dividing the power from at least one of the internal combustion engine and the first and second electric motors from the rotating element and the continuously variable transmission and outputting it to the planetary gear mechanism Circulation is generated, and the gear ratio between the rotating element and the output element (drive shaft) of the planetary gear mechanism can be theoretically set to infinity. That is, in this power output device, an internal combustion engine connected to the rotating element is set by using a continuously variable transmission to set the speed ratio between the rotating element and the output element of the planetary gear mechanism to substantially infinite. For example, the rotation of the output element and the drive shaft can be stopped even when the motor is operated at an arbitrary rotational speed capable of improving the efficiency. Then, if the speed change state of the continuously variable transmission is changed from a state where such a gear ratio is substantially infinite, the output element and the drive shaft can be rotated forward or reverse, In particular, when the rotational speed of the drive shaft is low, the torque from at least one of the internal combustion engine and the first and second electric motors can be amplified and a large torque can be efficiently output to the drive shaft. Further, if the connection between the rotating element and the input shaft of the continuously variable transmission is released by the connection / disconnection means, the input shaft of the continuously variable transmission is rotated by the first electric motor regardless of the rotation of the rotating element. Is possible. Therefore, in this power output device, the connection between the rotating element and the input shaft of the continuously variable transmission is released, and at least one of the internal combustion engine and the second electric motor is outputting power, By controlling the rotation of the first electric motor connected to the input shaft of the transmission, and further changing the speed change state of the continuously variable transmission, the rotating element, that is, the internal combustion engine, the first and second electric motors, and the planetary gear It becomes possible to make the gear ratio with the output element (drive shaft) of the gear mechanism smaller (increase the speed increasing ratio). As a result, in this power output apparatus, the speed ratio width between the internal combustion engine or the first and second electric motors and the drive shaft is further increased, and the rotational speed is increased from a low speed range where the rotational speed of the drive shaft is low. Energy efficiency and torque characteristics can be improved in an extremely wide operating range up to a high speed range.

  The drive shaft may rotate forward when the output element of the planetary gear mechanism rotates in a direction opposite to the rotation element. Under such a configuration, when the drive shaft rotates in the forward direction, both the second input element and the output element of the planetary gear mechanism rotate in the direction opposite to the rotation element. Therefore, in this case, the speed change state of the continuously variable transmission is changed from the state where the speed ratio between the rotating element and the output element of the planetary gear mechanism is set to substantially infinite to the speed increasing side. Then, the rotational speed of the first input element of the planetary gear mechanism connected to the output shaft of the continuously variable transmission increases, and accordingly the output element is output to the output element of the planetary gear mechanism while outputting a large torque. It is possible to rotate the rotation element in the same direction as the rotation direction, that is, to reverse the drive shaft while outputting a large torque to the drive shaft. If the gear ratio of the continuously variable transmission is changed from the state where the gear ratio between the rotating element and the output element of the planetary gear mechanism is set to substantially infinite to the speed reduction side, the continuously variable transmission The rotational speed of the first input element of the planetary gear mechanism connected to the output shaft of the apparatus decreases, and accordingly, a large torque is output to the output element of the planetary gear mechanism, and the output element is rotated in the rotational direction of the rotary element. It is possible to rotate in the opposite direction and to increase the rotation speed, that is, to rotate the drive shaft to the forward rotation side while outputting a large torque to the drive shaft and to increase the rotation speed. Furthermore, the rotational speed of the first electric motor connected to the input shaft of the continuously variable transmission is reduced while the connection between the rotating element and the input shaft of the continuously variable transmission is released by the connection / disconnection means. Once the first electric motor is stopped, the rotational speed of the first input element of the planetary gear mechanism connected to the output shaft of the continuously variable transmission can be set to zero. From this state, if the rotational speed of the first electric motor is increased in the opposite direction, the first input element of the planetary gear mechanism connected to the output shaft of the continuously variable transmission is used as the rotational element. Can be rotated in the opposite direction, that is, in the same direction as the second input element or output element, and the rotation speed can be increased. At this time, if the speed change state of the continuously variable transmission is further changed to the speed increasing side, the rotational speed of the first input element can be further increased. The higher the rotational speed of the first input element of the planetary gear mechanism in the direction opposite to that of the rotating element, the smaller the gear ratio between the rotating element and the output element (drive shaft) of the planetary gear mechanism. It is possible to increase the rotational speed on the forward rotation side of the drive shaft by increasing the speed increasing ratio. Thus, if the drive shaft rotates in the forward direction when the output element of the planetary gear mechanism rotates in the direction opposite to the rotation element, the rotation speed of the first input element is within the range including the value 0. By continuously changing the rotational speed of each element (especially the first input element) of the planetary gear mechanism, it is possible to perform forward and reverse rotation of the drive shaft, It is possible to increase the speed ratio width between the first and second electric motors and the drive shaft to improve energy efficiency and torque characteristics in a wide range of operation on the forward rotation side of the drive shaft.

  Therefore, in the power output device, the required driving force setting means for setting the required driving force required for the drive shaft, and the rotating element and the input shaft of the continuously variable transmission are connected by the connection / disconnection means. In this state, the internal combustion engine, the first and second electric motors, and the continuously variable transmission are controlled so that power based on the set required driving force is output to the driving shaft, In a state where the connection between the rotation element and the input shaft of the continuously variable transmission is released by the connection / disconnection means, the first motor is decelerated or the first motor is the rotation element. Control means for controlling the internal combustion engine, the first and second electric motors, and the continuously variable transmission so that power based on the set required drive force is output to the drive shaft while rotating in the reverse direction. And further comprising It may be.

  In this case, the control means is configured such that the second electric motor transmits power from the internal combustion engine in a state where the connection between the rotary element and the input shaft of the continuously variable transmission is released by the connection / disconnection means. The internal combustion engine that generates power using at least a part, rotates the first electric motor in a direction opposite to the rotating element, and outputs power based on the set required driving force to the driving shaft. The first and second electric motors and the continuously variable transmission may be controllable. As a result, it becomes possible to drive the first electric motor using the electric power obtained by the power generation of the second electric motor or to charge the power storage means, so that the rotating element (the internal combustion engine or the second electric motor) ) And the drive shaft can be further reduced to further improve the energy efficiency when the rotational speed on the forward rotation side of the drive shaft is further increased.

  The power output apparatus may further include first element fixing means capable of fixing the first input element of the planetary gear mechanism in a non-rotatable manner. Thereby, for example, the rotational speed of the first electric motor connected to the input shaft of the continuously variable transmission is reduced in a state where the connection between the rotating element and the input shaft of the continuously variable transmission is released by the connection / disconnection means. At the same time, once the first motor is stopped and the rotational speed of the first input element of the planetary gear mechanism connected to the output shaft of the continuously variable transmission is set to 0, the first element fixing means causes the first The input element can be fixed in a non-rotatable manner. If the first input element of the planetary gear mechanism is fixed to be non-rotatable in this way, the power from at least one of the internal combustion engine and the second electric motor can be transferred to the rotating element without using a continuously variable transmission. And it becomes possible to transmit to a drive shaft via a planetary gear mechanism. As a result, the power from the internal combustion engine and the second electric motor can be efficiently transmitted to the drive shaft while eliminating the loss in the continuously variable transmission, so that the energy efficiency in the power output device can be further improved. It becomes.

  Therefore, the control means releases the connection between the rotating element and the input shaft of the continuously variable transmission by the connection / disconnection means, and at the same time, the first element fixing means causes the first gear of the planetary gear mechanism to be released. Controlling at least one of the internal combustion engine and the second electric motor so that power based on the set required driving force is output to the driving shaft in a state where the input element is fixed so as not to rotate. It may be a thing.

  Furthermore, the power output apparatus may further include a second connection / disconnection means for performing connection between the rotating element and the engine shaft of the internal combustion engine and release of the connection. Thus, if the connection between the rotating element and the engine shaft of the internal combustion engine is released by the second connection / disconnection means, the power from the first electric motor or the second electric motor is output to the drive shaft without rotating the internal combustion engine. It becomes possible to do. In this case, the rotating element and the input shaft of the continuously variable transmission may be connected to each other by connection / disconnection means, or the connection between them may be released by the connection / disconnection means.

  Therefore, the control means is configured to drive the motive power based on the set required driving force while the connection between the rotating element and the engine shaft of the internal combustion engine is released by the second connection / disconnection means. The first and second electric motors, the continuously variable transmission, and the connection / disconnection means may be controlled so as to be output to a shaft.

  The planetary gear mechanism includes a sun gear as the first input element, a ring gear as the second input element, and an output element that holds a pinion gear that meshes with both the sun gear and the ring gear. A single pinion type planetary gear mechanism including a carrier may be used. As a result, the power output apparatus can be configured in a compact manner while suppressing an increase in the number of parts.

The vehicle according to the present invention is
A vehicle having drive wheels coupled to a drive shaft,
An internal combustion engine capable of outputting power to a predetermined rotating element;
A continuously variable transmission capable of continuously changing the power input to the input shaft and outputting it to the output shaft;
A first input element connected to the output shaft of the continuously variable transmission, a second input element rotatable in the direction opposite to the rotation element in conjunction with the rotation element, and connected to the drive shaft A planetary gear mechanism including an output element to be
Connection / disconnection means for performing connection between the rotating element and the input shaft of the continuously variable transmission and release of the connection;
A first electric motor capable of outputting at least power to the input shaft of the continuously variable transmission;
A second electric motor capable of outputting at least power to the rotating element;
Power storage means capable of exchanging power with the first and second electric motors;
Is provided.

  In this vehicle, the rotating element, the continuously variable transmission, and the planetary gear mechanism cooperate with each other when the rotating element and the input shaft of the continuously variable transmission are connected by the connection / disconnection means, so-called infinite transmission. The motor (IVT) is configured, and the power from at least one of the internal combustion engine and the first and second electric motors is divided from the rotating element and the continuously variable transmission and output to the planetary gear mechanism to generate torque circulation. As a result, the gear ratio between the rotating element and the output element (drive shaft) of the planetary gear mechanism can be theoretically set to infinity. That is, in this vehicle, an internal combustion engine or the like connected to the rotating element is set by using a continuously variable transmission to set the speed ratio between the rotating element and the output element of the planetary gear mechanism to substantially infinite. For example, the vehicle can be stopped by stopping the rotation of the output element and the drive shaft even if the vehicle is operated at an arbitrary rotational speed capable of improving the efficiency. If the speed change state of the continuously variable transmission is changed from a state where the gear ratio is substantially infinite, the output element and the drive shaft are rotated in the forward direction or the reverse direction to move the vehicle in the forward direction. Alternatively, it is possible to travel in the reverse direction, and in particular when the rotational speed of the drive shaft, that is, the vehicle speed is low, the torque from at least one of the internal combustion engine and the first and second electric motors is amplified to increase the torque on the drive shaft. Can be output efficiently. Further, if the connection between the rotating element and the input shaft of the continuously variable transmission is released by the connection / disconnection means, the input shaft of the continuously variable transmission is rotated by the first electric motor regardless of the rotation of the rotating element. Is possible. Therefore, in this vehicle, the continuously variable transmission is in a state where the connection between the rotating element and the input shaft of the continuously variable transmission is released and at least one of the internal combustion engine and the second electric motor outputs power. By controlling the rotation of the first electric motor connected to the input shaft of the motor and further changing the speed change state of the continuously variable transmission, the rotating element, that is, the internal combustion engine, the first and second electric motors, and the planetary gear mechanism It is possible to make the gear ratio with the output element (drive shaft) smaller (increase the speed increasing ratio). As a result, in this vehicle, the speed ratio width between the internal combustion engine or the first and second electric motors and the drive shaft is increased, and the rotational speed increases from a low vehicle speed range where the rotational speed of the drive shaft is low. Energy efficiency and torque characteristics can be improved in an extremely wide driving range up to the vehicle speed range.

  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 that is a vehicle according to an embodiment of the present invention. A hybrid vehicle 20 shown in the figure includes an engine 22, two motors MG1 and MG2, a battery 35 capable of exchanging electric power with the motors MG1 and MG2, a drive gear (rotating element) 25 constituting a so-called infinite transmission, and a belt. A continuously variable transmission unit (hereinafter referred to as “CVT”) 40, a three-element planetary gear mechanism 50, a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 for controlling the entire hybrid vehicle 20, and the like. It is a waste.

  The engine 22 is an internal combustion engine that receives a supply of hydrocarbon fuel such as gasoline or light oil and outputs power by rotating in one direction basically, and is an engine electronic control unit (hereinafter referred to as “engine ECU”). The fuel injection amount, ignition timing, intake air amount, and the like are controlled by 24. 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 23 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 generators and are synchronous generator motors of the same specifications in an embodiment that can operate as an electric motor, and are connected to a battery 35 that is a secondary battery via an inverter 31 and 32 and electric power. Communicate. 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 according to the electric power consumed or generated by at least one of the motors MG1, MG2, and charging / discharging is performed if the balance of electric power is balanced by the motors MG1, MG2. Will not be. 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 rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 33 and 34, and calculates rotational 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. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 35, and the like are input. Further, the battery ECU 36 outputs data related to the state of the battery 35 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Then, in order to manage the battery 35, the battery ECU 36 of the embodiment calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor, or determines the battery 35 based on the remaining capacity SOC. The charge / discharge required power Pb * is calculated, or the input limit Win as the charge allowable power that is the power allowed for charging the battery 35 based on the remaining capacity SOC and the battery temperature Tb, and the battery 35 is allowed to discharge. The output limit Wout as discharge allowable power, which is power, is calculated. The input / output limits Win and Wout of the battery 35 set basic values of the input / output limits Win and Wout based on the battery temperature Tb, and output correction correction coefficients based on the remaining capacity (SOC) of the battery 35. It can be set by setting a correction coefficient for input restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The CVT 40 has a primary shaft 41 as a drive side rotation shaft (input shaft) connected to the motor MG1 (its rotor), and a driven side rotation that extends parallel to the primary shaft 41 and is connected to the planetary gear mechanism 50. Secondary shaft 42 as a shaft (output shaft), primary pulley 43 provided for primary shaft 41, secondary pulley 44 provided for secondary shaft 42, primary pulley 43 and secondary pulley 44 And a belt 47 wound around. The primary pulley 43 includes a fixed sheave formed integrally with the primary shaft 41 and a movable sheave supported on the primary shaft 41 through a ball spline or the like so as to be slidable in the axial direction. A hydraulic cylinder (hydraulic actuator) 45 for changing the groove width of the primary pulley 43 is formed behind the movable sheave of the primary pulley 43. The secondary pulley 44 includes a fixed sheave formed integrally with the secondary shaft 42 and a movable sheave supported by the secondary shaft 42 slidably in the axial direction via a ball spline, a return spring, or the like. . A hydraulic cylinder (hydraulic actuator) 46 for changing the groove width of the secondary pulley 44 is formed behind the movable sheave of the secondary pulley 44. Further, in the CVT 40 of the embodiment, a cancel plate (not shown) that defines a cancel chamber is provided behind the hydraulic cylinder 46 with respect to the secondary pulley 44. By introducing the working fluid into the cancel chamber defined by the cancel plate or the like, the centrifugal oil pressure acting on the hydraulic cylinder 46 can be canceled by the centrifugal oil pressure acting on the working fluid in the cancel chamber. Then, for the hydraulic cylinder 45 on the primary pulley 43 side, the hydraulic cylinder 46 on the secondary pulley 44 side, and the cancel chamber, the working fluid boosted by an electric oil pump (not shown) is adjusted by a hydraulic circuit 48 including a plurality of control valves. Supplied after being pressurized, thereby changing the groove widths of the primary pulley 43 and the secondary pulley 44 and allowing the power input to the primary shaft 41 to be output to the secondary shaft 42 while continuously shifting the power. It becomes. The hydraulic circuit 48 is controlled by an electronic control unit for CVT (hereinafter referred to as “CVTECU”) 49. The CVT ECU 49 communicates with the hybrid ECU 70 and receives the rotational speed Ni of the primary shaft 41 and the rotational speed No of the secondary shaft 42 detected by a rotational position detection sensor (not shown), and receives control signals and rotational speeds Ni, A drive signal to the hydraulic circuit 48 is generated and output so that the speed ratio γ by the CVT 40 is set to a target value based on No or the like. Further, the CVT ECU 49 outputs data related to the CVT 40 to the hybrid ECU 70 as necessary. The CVT 40 is not limited to the hydraulic circuit 48 as a drive source, and may be driven by an actuator other than the hydraulic circuit 48 such as an electric actuator.

  The planetary gear mechanism 50 meshes with the sun gear (first input element) 51 as an external gear, the ring gear (second input element) 52 as an internal gear disposed concentrically with the sun gear 51, and the sun gear 51. And a plurality of pinion gears 53 that mesh with the ring gear 52, and a carrier (output element) 54 that holds the plurality of pinion gears 53 so as to rotate and revolve freely. The sun gear 51, the ring gear 52, and the carrier 54 are used as rotational elements. It is for operation. The sun gear 51 that is the first input element of the planetary gear mechanism 50 is connected to the secondary shaft 42 of the CVT 40 described above, and the carrier 54 that is the output element of the planetary gear mechanism 50 is connected to a carrier shaft as a drive shaft. 55 is connected. The power output to the carrier shaft 55 is finally output from the carrier shaft 55 via the gear train 56 and the differential gear 57 to the left and right wheels DW that are drive wheels. In the embodiment, external teeth (the same number of teeth as the drive gear 25 in the embodiment) are formed on the outer periphery of the ring gear 52 that is the second input element of the planetary gear mechanism 50, and the ring gear 52 It meshes with the drive gear 25 which is an external gear through the teeth. As a result, the drive gear 25 can rotate in the reverse direction in conjunction with the drive gear 25. Ring gear 52 may be connected to drive gear 25 via a gear train or a belt including a plurality of gears.

  As shown in FIG. 1, a drive gear 25 that constitutes an infinite transmission together with the CVT 40 and the planetary gear mechanism 50 is fixed to a drive gear shaft 26. The drive gear shaft 26 is connected to a motor MG2 (its rotor). )It is connected to the. The drive gear shaft 26 extends to the CVT 40 side and can be connected to the primary shaft 41 by the clutch C1, and extends to the engine 22 side and can be connected to the crankshaft 23 by the clutch C2. . In the embodiment, the clutch C1 is engaged with both an engaging portion provided at one end (left end in the drawing) of the drive gear shaft 26 and an engaging portion provided at one end (right end in the drawing) of the primary shaft 41. The dog clutch is configured to include a movable engagement member that can be moved forward and backward in the axial direction of the drive gear shaft 26 and the primary shaft 41 by an electromagnetic, electric, or hydraulic actuator (not shown). Thus, when the clutch C1 is turned on, the drive gear shaft 26 (drive gear 25) and the primary shaft 41 of the CVT 40 can be connected, and when the clutch C1 is turned off, the drive gear shaft 26 and the primary shaft 41 are connected. Can be released. In the embodiment, the clutch C2 includes both an engaging portion provided at one end (right end in the drawing) of the drive gear shaft 26 and an engaging portion provided at one end (left end in the drawing) of the crankshaft 23. The dog clutch is configured to include a movable engagement member that can be engaged and can be moved back and forth in the axial direction of the drive gear shaft 26 and the crankshaft 23 by an electromagnetic, electric, or hydraulic actuator (not shown). Thus, when the clutch C2 is turned on, the drive gear shaft 26 (drive gear 25) and the crankshaft 23 of the engine 22 can be connected, and when the clutch C2 is turned off, the drive gear shaft 26 and the crankshaft 23 are connected. Can be disconnected.

  In addition to these clutches C1 and C2, the hybrid vehicle 20 of the embodiment includes a brake for fixing the sun gear 51 that is the first input element of the planetary gear mechanism 50 through the secondary shaft 42 of the CVT 40 so as not to rotate. B1 is provided. In the embodiment, the brake B1 is engageable with both an engaging portion provided at one end (left end in the drawing) of the secondary shaft 42 of the CVT 40 and an engaging portion fixed to a transmission case (not shown). The dog clutch is configured to include a movable engagement member that is moved back and forth in the axial direction of the primary shaft 41 by an electromagnetic, electrical, or hydraulic actuator that does not. Accordingly, the secondary shaft 42 and the sun gear 51 are fixed to be non-rotatable by turning on the brake B1 and engaging the movable engagement member with both the engagement portion of the secondary shaft 42 and the engagement portion on the transmission case side. And the CVT 40 can be locked. As described above, if the clutches C1 and C2 and the brake B1 are configured as dog clutches, the target members can be connected or disconnected with less loss. However, it goes without saying that the clutches C1 and C2 and the brake B1 may be configured as a general pressure-bonding clutch or brake such as a hydraulically driven multi-plate clutch.

  Here, a procedure for setting an infinite transmission ratio by the drive gear 25, the CVT 40 and the planetary gear mechanism 50 as an infinite transmission will be described with reference to FIG. In FIG. 2, the 25th axis represents the rotational speed Nd of the drive gear 25 and the drive gear shaft 26 that coincides with the rotational speed Ne of the engine 22 and the rotational speed Nm2 of the motor MG2, and the 41st axis represents the rotational speed Nm1 of the motor MG1. The rotation speed Ni of the primary shaft 41 of the CVT 40 coincides with the R axis, the rotation speed Nr of the ring gear 52 of the planetary gear mechanism 50, and the planetary gear mechanism 50 with the C and 55 axes corresponding to the rotation speed of the carrier shaft 55. The rotation speed Nc of the carrier 54, and the S and 42 axes indicate the rotation speed Ns of the sun gear 51 of the planetary gear mechanism 50 that matches the rotation speed No of the secondary shaft 42 of the CVT 40, respectively. In these drawings, ρ represents the gear ratio of the planetary gear mechanism 50 (the number of teeth of the sun gear 51 / the number of teeth of the ring gear 52).

  As shown in FIG. 2, the clutch C1 is turned on to connect the drive gear shaft 26 (drive gear 25) and the primary shaft 41 of the CVT 40, and the clutch C2 is turned on to drive the drive gear shaft 26 (drive gear 25). And the crankshaft 23 of the engine 22 are connected, the torque Td is applied to the drive gear shaft 26, the torque Ts is applied to the sun gear 51, the torque Tr is applied to the ring gear 52, and the torque Tc is applied to the carrier 54. Assume that Further, if the transmission ratio by CVT 40 is γ (= Ni / Ns = Nm1 / Ns), the following equations (1) to (3) relating to the torque balance are established, and the following equations (4) to (4) When the relational expression regarding the rotational speed of 6) is established and these expressions (1) to (6) are arranged, the following relational expressions (7) to (10) are obtained. Expression (7) represents a transmission gear ratio α between the drive gear 25 as a rotating element and the carrier 54 (carrier shaft 55) which is an output element of the planetary gear mechanism 50. The transmission gear ratio α is When the gear ratio γ by the CVT 40 coincides with the gear ratio ρ of the planetary gear mechanism 50 (γ = ρ), the carrier 54 rotates regardless of the rotational speed of the drive gear 25 at this time. As shown in the equations (8) to (10), the torque acting on each element of the planetary gear mechanism 50 is theoretically infinite. Therefore, when the drive gear shaft 26 is connected to both the crankshaft 23 of the engine 22 and the primary shaft 41 of the CVT 40 by the clutches C1 and C2, the drive gear 25 is rotated by the power from the engine 22 and the like. However, if the CVT 40 is controlled so that the gear ratio γ by the CVT 40 matches the gear ratio ρ of the planetary gear mechanism 50, the rotation of the carrier shaft 55 as the drive shaft is stopped and the hybrid vehicle 20 is maintained in the stopped state. Can do.

Tr = Tc / (1 + ρ) (1)
Ts = ρ ・ Tc / (1 + ρ) (2)
Td = Ts / γ-Tr (3)

Nr = (1 + ρ) ・ Nc-ρ ・ Ns (4)
Nd = γ · Ns (5)
Nr = -Nd (6)

Nd / Nc = (1 + ρ) / (ρ / γ-1) = α (7)
Tc = Td · (1 + ρ) / (ρ / γ-1) (8)
Ts = Td · ρ / (ρ / γ-1) (9)
Tr = Td / (ρ / γ-1) (10)

  As can be seen from FIG. 2, if the engine 22 is operated in a state where the crankshaft 23 of the engine 22 and the drive gear shaft 26 are connected by the clutch C2, the drive gear 25 as a rotating element is The ring gear 52 of the planetary gear mechanism 50 that rotates in the same direction as the crankshaft 23 and meshes with the drive gear 25 rotates in the opposite direction to the drive gear 25. At this time, the carrier 54 that is an output element of the planetary gear mechanism 50 rotates in the same direction as the drive gear 25 or in the opposite direction depending on the rotation direction of the sun gear 51 that is the first input element of the planetary gear mechanism 50. In this embodiment, the carrier 54 of the planetary gear mechanism 50 is opposite to the drive gear 25 from the viewpoint of suppressing the rotation speed of each element (particularly the sun gear 51) of the planetary gear mechanism 50 from being excessive. When rotating in the same direction as the ring gear 52, a carrier shaft 55 as a drive shaft connected (directly connected) to a carrier 54 as an output element rotates forward, and a gear train 56 and a differential gear 57 are connected to the carrier shaft 55. The wheel DW, which is a drive wheel connected through the like, rotates in the direction in which the hybrid vehicle 20 moves forward.

  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 a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown), and the like. With. The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. The accelerator pedal position Acc from the accelerator pedal position sensor 84, the brake pedal stroke BS from the brake pedal stroke sensor 86 for detecting the depression amount (stroke) of the brake pedal 85, and the vehicle speed V from the vehicle speed sensor 87 are input via the input port. Is done. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 30, the battery ECU 36, and the CVTECU 49 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 30, the battery ECU 36, and the CVTECU 49. To do. The hybrid ECU 70 also controls the actuators (not shown) of the clutches C1 and C2 and the brake B1.

  When the hybrid vehicle 20 configured as described above travels, the hybrid ECU 70 outputs to the carrier shaft 55 as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The required torque is set, and a torque based on the required torque (for example, a value obtained by limiting the required torque by the input / output limitation of the battery 35 and basically matching the required torque) is a carrier as a drive shaft. The operation point of the engine 22, the torque command for the motor MG1 and the motor MG2, and the target gear ratio of the CVT 40 are set so as to be output to the shaft 55. The engine 22 operating point, the torque command for the motor MG1 and the motor MG2, and the control signal indicating the target gear ratio are transmitted from the hybrid ECU 70 to the engine ECU 24, the motor ECU 30, and the CVT ECU 49. Each ECU individually controls engine 22, motors MG1 and MG2, and CVT 40 according to control signals from hybrid ECU 70, respectively. Further, the hybrid ECU 70 performs on / off control of the clutches C1 and C2 and the brake B1 as necessary. The operation control mode in the hybrid vehicle 20 includes a reverse travel mode, a low speed forward travel mode, a medium speed transition mode, a cruise travel mode, a high speed travel mode, and the like, as shown in FIG. A motor traveling mode is included in which power is output to the carrier shaft 55 as the drive shaft using the motors MG1 and MG2 while stopping.

  Next, the operation of the hybrid vehicle 20 will be specifically described. Here, with reference to FIGS. 4 to 11, first, an example of an operation when the hybrid vehicle 20 travels with the operation of the engine 22 will be described.

  Now, when the ignition switch 80 is turned on by the driver while the hybrid vehicle 20 is stopped, the hybrid ECU 70 performs overall control except when starting the hybrid vehicle 20 under the motor travel mode. The engine 22 is started. Here, when the hybrid vehicle 20 is stopped, if the clutch C2 is turned on and the drive gear shaft 26, that is, the motor MG2 and the crankshaft 23 of the engine 22 are connected, the clutch C1 is turned off and the clutch C1 is The engine 22 can be started in both the on state and the on state.

  When starting the engine 22 in a state where the clutch C1 is turned off and the connection between the drive gear shaft 26 and the primary shaft 41 of the CVT 40 is released, the engine 22 is cranked using the electric power from the battery 35. The motor MG2 is controlled at the same time, and at least the motor MG1 is maintained so that the torque acting on the carrier 54 as the output element accompanying the cranking of the engine 22 by the motor MG2 is canceled and the carrier shaft 55 is maintained in the stopped state. Be controlled. Then, fuel injection control and ignition control are started at a predetermined timing after the start of cranking by the motor MG2, and when the complete explosion of the engine 22 is confirmed, the engine 22 start-up process is completed. FIG. 4 shows the dynamic relationship between the rotational speeds and torques of the rotating elements of the drive gear 25, CVT 40, and planetary gear mechanism 50 when the engine 22 is started with the clutch C1 turned off and the clutch C2 turned on. An collinear diagram is illustrated. As can be seen from FIG. 4, when starting the engine 22 with the clutch C1 turned off, the motor MG2 outputs positive torque for cranking the engine 22 using the power from the battery 35 (power running). The motor MG1 also outputs (powering) upward (positive) torque in FIG. 4 in order to cancel the torque acting on the carrier 54. At this time, the gear ratio γ of the CVT 40 may be fixed to a predetermined value or may be adjusted according to the output torque of the motor MG1.

  Further, when the engine 22 is started with the clutch C1 turned on and the drive gear shaft 26 and the primary shaft 41 of the CVT 40 are connected, the engine 22 is cranked using the electric power from the battery 35. The motor MG2 is controlled at the same time, and the torque acting on the carrier 54 as an output element is based on the torque output to the sun gear 51 of the planetary gear mechanism 50 via the CVT 40 as the engine 22 is cranked by the motor MG2. The CVT 40 is controlled so as to be canceled. Also in this case, the fuel injection control and the ignition control are started at a predetermined timing after the start of cranking by the motor MG2, and the start process of the engine 22 is completed when the complete explosion of the engine 22 is confirmed. FIG. 5 is a collinear diagram showing the dynamic relationship between the rotational speeds and torques of the rotating elements of the drive gear 25, the CVT 40, and the planetary gear mechanism 50 when the engine 22 is started with the clutches C1 and C2 turned on. Illustrate. As shown in FIG. 5, when the engine 22 is started with the clutch C1 turned on, during the cranking by the motor MG2, between the primary shaft 41 (drive gear 25) and the sun gear 51 of the planetary gear mechanism 50. The transmission ratio between the drive gear 25 and the carrier 54 (carrier shaft 55) of the planetary gear mechanism 50 is controlled by controlling the CVT 40 so that the transmission ratio γ of the planetary gear mechanism 50 always coincides with the gear ratio ρ of the planetary gear mechanism 50. The ratio α may be set to substantially infinite.

  When the engine 22 is started in this way, when the clutch C1 is turned off and the connection between the drive gear shaft 26 and the primary shaft 41 of the CVT 40 is released, for example, the rotational speed Nd of the drive gear 25 or the drive gear shaft 26 is reached. The engine 22 and the motor MG2 are controlled so that (the rotational speed Ne, Nm2) becomes a predetermined starting rotational speed, and the rotational speed Ni of the primary shaft 41 coincides with the rotational speed Nd of the drive gear shaft 26. At the same time, the motor MG1 and the CVT 40 are controlled so that the carrier shaft 55 as the drive shaft is maintained in a stopped state, and when the drive gear shaft 26 and the primary shaft 41 are synchronized in rotation, the clutch C1 is turned on and both Connected. Further, when the clutch C1 is turned on and the drive gear shaft 26 and the primary shaft 41 of the CVT 40 are connected, the rotational speed Ni of the drive gear shaft 26 and the primary shaft 41 is a predetermined rotational speed at start. At the same time, the engine 22, the motor MG1, the motor MG2, and the CVT 40 are controlled so that the carrier shaft 55 as the drive shaft is maintained in a stopped state. It is preferable that the rotational speed of the drive gear shaft 26 (the engine 22 or the motor MG2) when starting is a rotational speed at which the engine 22 can be operated efficiently (fuel consumption) and a relatively large torque can be obtained. Hereinafter, as shown in FIG. 6, both of the clutches C1 and C2 are turned on, and the gear ratio α between the drive gear 25 and the carrier 54 (carrier shaft 55) of the planetary gear mechanism 50 is set to substantially infinite. In addition, a state where the rotational speed Nd (rotational speed Ne, Nm2) of the drive gear 25 is set to the rotational speed at the time of start is referred to as a “neutral state”. FIG. 7 shows an example of a collinear diagram that mainly represents a dynamic relationship of rotational speeds of the rotational elements of the drive gear 25, the CVT 40, and the planetary gear mechanism 50 in the neutral state with a thick solid line. As can be seen from the figure, in the neutral state, the ring gear 52 as the second input element of the planetary gear mechanism 50 rotates in the opposite direction to the drive gear 25 and the carrier 54 (carrier shaft 55) as the output element rotates. Since the speed Nc has a value of 0, the ring gear 52 that is the first input element of the planetary gear mechanism 50 rotates in the same direction as the drive gear 25. In the neutral state, it is not always necessary to output torque to both the motors MG1 and MG2. Therefore, a torque command for at least one of the motors MG1 and MG2 is set to a value 0, and at least any of the motors MG1 and MG2 is set. One of them may be driven by the engine 22.

  When the engine 22 is started and the neutral state is set as described above, the driver sets the shift position to the D position for normal driving and depresses the accelerator pedal 83 to set the hybrid vehicle 20 to “low speed”. It is possible to start in the forward direction under the “forward travel mode”. In addition, the driver sets the shift position to the R position for reverse travel under the neutral state and depresses the accelerator pedal 83 to start the hybrid vehicle 20 in the reverse direction under the “reverse travel mode”. Can be made. Therefore, hereinafter, the “reverse travel mode” will be described, and then the “low speed forward travel mode”, “medium speed transition mode”, “cruising travel mode”, and “high speed travel mode” will be described in order.

[Reverse drive mode]
When the R position is set by the driver under the neutral state and the accelerator pedal 83 is depressed, the hybrid ECU 70 makes the gear ratio γ by the CVT 40 smaller than the gear ratio ρ of the planetary gear mechanism 50, that is, A control signal is given to CVT ECU 49 so that the secondary shaft 42 and the sun gear 51 of the planetary gear mechanism 50 are further accelerated by the CVT 40. The CVT ECU 49 controls the hydraulic circuit 48 so that the groove width of the secondary pulley 44 of the CVT 40 becomes larger (smaller diameter) or the groove width of the primary pulley 43 becomes smaller (larger diameter) in accordance with a control signal from the hybrid ECU 70. Control. As a result, as indicated by a two-dot chain line in FIG. 7, the rotational speed Ns of the sun gear 51 in the same direction as the rotational direction of the drive gear 25 increases, and the carrier 54 (carrier shaft 55) that is the output element of the planetary gear mechanism 50 Since the drive gear 25 rotates in the same direction as the rotation direction of the drive gear 25, the hybrid vehicle 20 can travel in the reverse direction by reversing the carrier shaft 55 as the drive shaft. At this time, as can be seen from the above equation (8), the torque (Td) output from the engine 22 or the like to the drive gear shaft 26 is amplified and directed upward to the carrier shaft 55 as the drive shaft in FIG. Will be output. Thus, in the hybrid vehicle 20 of the embodiment, it is possible to output a large torque to the carrier shaft 55 as the drive shaft while operating the engine 22 efficiently during backward travel. Therefore, in the hybrid vehicle 20 of the embodiment, it is possible to further improve the energy efficiency and torque characteristics during reverse travel. Of course, even in the reverse travel mode, for example, when the driver depresses the accelerator pedal 83 to request a large torque, at least one of the motors MG1 and MG2 is assisted to assist the engine 22. Alternatively, the drive torque may be output.

[Low-speed forward travel mode]
When the driver sets the D position under the neutral state and the accelerator pedal 83 is depressed, the hybrid ECU 70 sets the gear ratio γ by the CVT 40 to be larger than the gear ratio ρ of the planetary gear mechanism 50, that is, A control signal is given to CVT ECU 49 so that secondary shaft 42 and sun gear 51 of planetary gear mechanism 50 are further decelerated by CVT 40. The CVTECU 49 reduces the groove width of the secondary pulley 44 of the CVT 40 (increases the diameter) or increases the groove width of the primary pulley 43 (increases the diameter) in accordance with a control signal from the hybrid ECU 70 (in FIG. 6). The hydraulic circuit 48 is controlled. As a result, as indicated by a broken line in FIG. 7, the rotational speed Ns of the sun gear 51 in the same direction as the rotational direction of the drive gear 25 decreases, and the carrier 54 (carrier shaft 55) that is the output element of the planetary gear mechanism 50 Since the vehicle rotates in the direction opposite to that of the drive gear 25, the hybrid vehicle 20 can be started in the forward direction by causing the carrier shaft 55 as the drive shaft to rotate forward. At this time, as can be seen from the above equation (8), the torque (Td) output from the engine 22 or the like to the drive gear shaft 26 is amplified, and the carrier shaft 55 as the drive shaft is lowered downward in FIG. Will be output. Thus, in the hybrid vehicle 20 of the embodiment, when starting in the forward direction, it is possible to output a large torque to the carrier shaft 55 as the drive shaft while operating the engine 22 efficiently. Therefore, in the hybrid vehicle 20 of the embodiment, it is possible to further improve the energy efficiency and torque characteristics at the start. After starting, the hybrid vehicle 20 is controlled as shown by a thin solid line in FIG. 6 while outputting a large torque to the carrier shaft 55 as a drive shaft by controlling the CVT 40 so that the gear ratio γ becomes larger. It can be accelerated in the forward direction. Further, under the low speed forward running mode, the operating point of the engine 22 is changed while adjusting the gear ratio γ of the CVT 40 to increase the torque from the engine 22, or the engine 22 is driven from at least one of the motors MG1 and MG2. If the drive torque is output so as to assist, the torque characteristics in the low-speed forward travel mode can be further improved. Such a low-speed forward traveling mode is continued until the first transition condition including that the speed ratio γ by the CVT 40 has decreased to a predetermined value (for example, the maximum speed ratio) is satisfied. The driving mode of the automobile 20 shifts from the low-speed forward traveling mode to the medium-speed transition mode.

[Medium speed transition mode]
When the transition condition is satisfied according to the operation of the accelerator pedal 83 by the driver, the hybrid ECU 70 sends a control signal to the actuator of the clutch C1 so that the connection between the drive gear shaft 26 and the primary shaft 41 of the CVT 40 is released. give. Thus, if the clutch C1 is turned off and the connection between the drive gear shaft 26 and the primary shaft 41 of the CVT 40 is released, the primary shaft 41 can be rotated independently of the drive gear shaft 26, and the hybrid ECU 70 The engine so that the speed ratio γ by the CVT 40 is maintained at the predetermined value, the rotational speed Nm1 (rotational speed Ni) of the motor MG1 is reduced, and torque based on the required torque is output to the carrier shaft 55 as the drive shaft. 22 operation points, torque commands for motor MG1 and motor MG2, and target gear ratio for CVT 40 are set. Engine ECU 24, motor ECU 30, and CVT ECU 49 control engine 22, motor MG1, MG2, and CVT 40 in accordance with control signals from hybrid ECU 70, respectively. As a result, as shown by the broken line in FIG. 8, the rotational speed Ns of the sun gear 51 of the planetary gear mechanism 50 connected to the motor MG1 via the CVT 40 decreases as the motor MG1 decelerates. The planetary gear mechanism 50 connected to the secondary shaft 42 of the CVT 40 by temporarily stopping the motor MG1 as shown by the solid line in the figure while increasing the rotation speed (vehicle speed V) of 55 to the forward rotation side (forward movement side). The rotational speed Ns of the sun gear 51 can be made zero. Note that, under the medium speed transition mode, the motor MG1 generates power because it outputs a downward torque in FIG. 8, and the power generated by the motor MG1 is mainly used for charging the battery 35. If necessary, it is used for driving the motor MG2. When the hybrid vehicle 20 is decelerated under the medium speed transition mode, the hybrid ECU 70 maintains the speed ratio γ by the CVT 40 at the predetermined value and increases the rotational speed Nm1 (rotational speed Ni) of the motor MG1 ( The operation point of the engine 22, the torque commands of the motor MG1 and the motor MG2, and the target gear ratio of the CVT 40 are set so that torque based on the required torque is output to the carrier shaft 55 as the drive shaft.

[Cruising mode]
When the motor MG1 connected to the primary shaft 41 of the CVT 40 is stopped and the rotation of the sun gear 51 of the planetary gear mechanism 50 connected to the secondary shaft 42 of the CVT 40 is stopped under the medium speed transition mode described above. As shown in FIG. 9, the brake B1 can be turned on to fix the secondary shaft 42 and the sun gear 51 in a non-rotatable manner and to lock the CVT 40. If the sun gear 51 of the planetary gear mechanism 50 is fixed to be non-rotatable in this way, the torque output to the drive gear shaft 26 by the engine 22 or the like without using the CVT 40 as shown by the solid line in FIG. 25 and the planetary gear mechanism 50 can be transmitted to a carrier shaft 55 as a drive shaft. For this reason, in the hybrid vehicle 20 of the embodiment, the driving state and the driver's request (for example, accelerator opening degree) when the rotation of the motor MG1 and the sun gear 51 of the planetary gear mechanism 50 is stopped under the medium speed transition mode. If the Acc and the degree of variation thereof satisfy the second transition condition, the brake B1 is turned on by the hybrid ECU 70 while the motor MG1 is stopped, the CVT 40 is locked, and the driving mode shifts from the medium speed transition mode to cruise. Transition to mode. Under the cruise transition mode, the hybrid ECU 70 sets the torque command for the operating point of the engine 22 and the motor MG2 so that the torque based on the required torque is output to the carrier shaft 55 as the drive shaft, and the engine ECU 24 The motor ECU 30 controls the engine 22 and the motor MG2 in accordance with control signals from the hybrid ECU 70, respectively. As a result, the power output to the drive gear shaft 26 by the engine 22 or the like can be relatively efficiently transmitted to the carrier shaft 55 as the drive shaft while eliminating the loss in the CVT 40 under the cruise travel mode. It becomes possible to further improve the energy efficiency. In the cruise traveling mode, from the viewpoint of securing the remaining capacity of the battery 35, the engine 22 may be basically operated at an operation point at which the engine 22 can be efficiently operated and power may be output only from the engine 22. The drive torque may be output to the motor MG2 so as to assist the engine 22 as necessary. Further, the battery 35 may be charged with the electric power generated by the motor MG2 by causing the motor MG2 to generate electric power using a part (or all) of the power from the engine 22.

[High-speed driving mode]
When the third transition condition different from the second transition condition is satisfied when the motor MG1 is stopped and the rotation of the sun gear 51 of the planetary gear mechanism 50 is stopped under the medium speed transition mode. Alternatively, when the driver requests acceleration under the cruise travel mode, the operation mode of the hybrid vehicle 20 transitions from the medium speed transition mode or the cruise travel mode to the high speed travel mode. When shifting the operation mode of the hybrid vehicle 20 to the high-speed driving mode, the hybrid ECU 70 uses the actuator of the brake B1 so that the sun gear 51 of the planetary gear mechanism 50 and the lock of the CVT 40 are released if the brake B1 is turned on. Give a control signal. With the brake B1 thus turned off (see FIG. 10), the hybrid ECU 70 rotates the motor MG1 in the opposite direction to the low-speed forward travel mode described above, that is, in the same direction as the ring gear 52 and the carrier 54 of the planetary gear mechanism 50. At the same time, the operating point of the engine 22, the torque command for the motors MG1 and MG2, and the target gear ratio of the CVT 40 are set so that torque based on the required torque is output to the carrier shaft 55 as the drive shaft. Engine ECU 24, motor ECU 30, and CVTECU 49 control engine 22, motors MG1, MG2, and CVT 40 in accordance with control signals from hybrid ECU 70, respectively. That is, in the state where the connection between the drive gear shaft 26 and the primary shaft 41 of the CVT 40 is released by the clutch C1, the primary shaft 41 can be rotated in the direction opposite to the drive gear shaft 26 by the motor MG1. As indicated by a solid line in FIG. 11, if the rotational speed Nm1 (rotational speed Ni) of the motor MG1 is increased in the opposite direction to the drive gear 25, that is, in the same direction as the ring gear 52 of the planetary gear mechanism 50, the secondary of the CVT 40 The sun gear 51 of the planetary gear mechanism 50 connected to the shaft 42 can be rotated in the opposite direction to the drive gear 25, that is, in the same direction as the ring gear 52 and the carrier 54, and the rotation speed Ns can be increased. In addition, as indicated by the white arrow in FIG. 10, the gear ratio γ by the CVT 40 can be further reduced by reducing the groove width of the primary pulley 43 of the CVT 40 or increasing the groove width of the secondary pulley 44. For example, as indicated by a two-dot chain line in FIG. 11, the rotational speed Ns of the sun gear 51 of the planetary gear mechanism 50 can be further increased in the direction opposite to the rotational direction of the drive gear 25. The higher the rotational speed Ns of the planetary gear mechanism 50 in the direction opposite to the drive gear 25 of the sun gear 51, the higher the rotational speed Ns of the planetary gear mechanism 50, the carrier 54 that is the output element of the planetary gear mechanism 50, that is, the carrier shaft 55 as the drive shaft. It is possible to further reduce the speed ratio α between the two and the rotational speed on the forward rotation side of the carrier shaft 55, that is, the vehicle speed V. Also, under such a high-speed driving mode, the remaining capacity of the battery 35 is secured when there is little need to output a large torque to the carrier shaft 55 as the drive shaft, especially when cruising at a very high speed. From this viewpoint, the motor MG2 is caused to generate power using a part (or all) of the power from the engine 22, and the motor MG1 is driven by the power generated by the motor MG2, or the battery 35 is charged. Also good. Of course, even in the high-speed driving mode, when the remaining capacity of the battery 35 is sufficient, the motor MG1 is driven by the power from the battery 35 and the engine 22 is operated at an operating point at which the engine 22 can be efficiently operated. However, the drive torque may be output to the motor MG2 so as to assist the engine 22 constantly or as necessary.

  As described above, in the hybrid vehicle 20 according to the embodiment, the rotational speed Ns of the sun gear 51 of the planetary gear mechanism 50 is continuously changed within a range including the value 0, so that each element of the planetary gear mechanism 50 (especially the first gear). The forward rotation and reverse rotation of the carrier shaft 55 as the drive shaft, that is, the hybrid vehicle 20 can travel in the forward direction and the reverse direction, while suppressing the rotation speed of the sun gear 51) that is the input element of the vehicle from being excessive. At the same time, the gear ratio width between the drive gear 25, that is, the engine 22, the motors MG1 and MG2, and the carrier shaft 55 as the drive shaft during forward travel can be increased. The operation when the hybrid vehicle 20 is accelerated in the forward direction has been described so far with reference to FIGS. 4 to 11. However, when the hybrid vehicle 20 that is traveling at high speed is decelerated, the basic operation is as follows. Therefore, the engine 22, the motors MG1, MG2, CVT 40, the clutches C1, C2, and the brake B1 may be controlled according to the procedure reverse to the above procedure.

[Motor drive mode]
Next, a motor travel mode in which the hybrid vehicle 20 travels while outputting power from at least one of the motors MG1 and MG2 to the carrier shaft 55 serving as a drive shaft while the engine 22 is stopped will be described.

  When the hybrid vehicle 20 of the embodiment is driven in the motor drive mode, basically, as shown in FIG. 12, the clutch C2 is turned off, and the drive gear shaft 26 and the crankshaft 23 of the engine 22 are connected. The connection is released. Thereby, it is possible to output power from at least one of the motors MG1 and MG2 to the carrier shaft 55 as a drive shaft without rotating the engine 22. When the clutch C2 is thus turned off, the clutch C1 is turned on and the drive gear shaft 26 and the primary shaft 41 of the CVT 40 are connected, and the clutch C1 is turned off and the drive gear shaft 26 is turned off. And the primary shaft 41 of the CVT 40 are released, the hybrid vehicle 20 can be driven by the motor.

  When the clutch C2 is turned off and the clutch C1 is turned on, power is output from at least one of the motors MG1 and MG2 to the drive gear shaft 26, and the rotational speed Nd of the drive gear shaft 26 is set to a predetermined value. In addition, the CVT 40 is used to set the gear ratio α between the drive gear 25 and the carrier 54 (carrier shaft 55) of the planetary gear mechanism 50 to substantially infinite, so that the “neutral state” similar to that described above is achieved. Can be set. Then, if the CVT 40 is controlled so that the gear ratio γ is smaller than the gear ratio ρ of the planetary gear mechanism 50 under such a neutral state, the carrier shaft 55 as the drive shaft is reversed to move the hybrid vehicle 20 in the reverse direction. It is possible to run the vehicle. At this time, the torque (Td) output from at least one of the motors MG1 and MG2 to the drive gear shaft 26 is amplified and output to the carrier shaft 55 as the drive shaft. If power is output from both MGs 2 to the drive gear shaft 26, a large torque can be output from the carrier shaft 55 as the drive shaft when traveling in the reverse direction under the motor travel mode. Further, if the CVT 40 is controlled so that the gear ratio γ is larger than the gear ratio ρ of the planetary gear mechanism 50 under the neutral state, the hybrid vehicle 20 is moved forward by causing the carrier shaft 55 as the drive shaft to rotate forward. It is possible to travel in the direction. At this time, the torque (Td) output from at least one of the motors MG1 and MG2 to the drive gear shaft 26 is amplified and output to the carrier shaft 55 as the drive shaft. If power is output from both MGs 2 to the drive gear shaft 26, it is possible to output a large torque to the carrier shaft 55 as the drive shaft when traveling (starting) in the forward direction under the motor travel mode. It becomes.

  When both the clutches C1 and C2 are turned off, the motor MG1 is stopped and the rotational speed Ns of the sun gear 51 of the planetary gear mechanism 50 connected to the secondary shaft 42 of the CVT 40 is set to 0, and then the brake is applied. B1 can be turned on to fix the secondary shaft 42 and the sun gear 51 so as not to rotate, and to lock the CVT 40. If the sun gear 51 of the planetary gear mechanism 50 is fixed to be non-rotatable in this way, the torque output to the drive gear shaft 26 by the motor MG2 is driven via the drive gear 25 and the planetary gear mechanism 50 without using the CVT 40. The hybrid vehicle 20 can be caused to travel by being transmitted to the carrier shaft 55 as the shaft. Furthermore, if the clutch C1 is turned off and the brake B1 is turned off, the motor MG1 and the motor MG2 can be driven to rotate independently of each other. Accordingly, when all of the clutches C1 and C2 and the brake B1 are turned off, it is possible to output both of the motors MG1 and MG2 to a relatively large torque on the carrier shaft 55 as a drive shaft by powering both the motors MG1 and MG2. . Further, in the state where both the clutches C1 and C2 are turned off, the rotational speed Nm1 (rotational speed Ni) of the motor MG1 is increased in the direction opposite to the rotational direction of the drive gear 25, as in the above-described high-speed traveling mode. Further, by appropriately changing the transmission gear ratio γ of the CVT 40, the transmission gear ratio α between the drive gear 25 and the carrier 54, which is the output element of the planetary gear mechanism 50, that is, the carrier shaft 55 as the drive shaft is made smaller (increased). It is also possible to increase the rotational speed on the forward rotation side of the carrier shaft 55, that is, the vehicle speed V by increasing the speed ratio.

  When starting the engine 22 that is stopped under the motor travel mode, if the clutch C1 is turned on, the clutch C1 is turned off and the drive gear shaft 26 and the primary shaft 41 of the CVT 40 are connected. If the connection is released and the brake B1 is turned on, the brake B1 is turned off and the secondary shaft 42 and the sun gear 51 are unlocked. Then, the motor MG1 and the CVT 40 are controlled so that a torque based on the required torque is output to the carrier shaft 55 as the drive shaft, and the motor MG2 is controlled so that the rotational speed Nm2 is decreased, and is indicated by a broken line in FIG. Thus, the motor MG2 is once stopped. Next, the clutch C2 is turned on, the drive gear shaft 26, that is, the motor MG2, and the crankshaft 23 of the engine 22 are connected, and the engine 22 is cranked using the electric power from the battery 35 as shown by the solid line in FIG. The motor MG2 is controlled to cancel the torque acting on the carrier 54 as the output element in accordance with the cranking of the engine 22 by the motor MG2, and the torque based on the required torque is applied to the carrier shaft 55 as the drive shaft. Motors MG1 and CVT 40 are controlled so that they are output. Further, when fuel injection control and ignition control are started at a predetermined timing after the start of cranking by the motor MG2, and complete explosion of the engine 22 is confirmed, torque based on the required torque is applied to the carrier shaft 55 as the drive shaft. The engine 22, the motors MG 1, MG 2, and the CVT 40 are controlled so that the drive gear shaft 26 (the crankshaft 23 and the motor MG 2) and the primary shaft 41 of the CVT 40 are rotationally synchronized, and the drive gear shaft 26 and the primary shaft are output. The clutch C1 is turned on when the rotation of the clutch 41 is synchronized. When the clutch C1 is turned on in this way, control for running the hybrid vehicle 20 with the operation of the engine 22 is started.

[Other operations]
Since the hybrid vehicle 20 of the embodiment includes the motors MG1 and MG2, when the driver depresses the brake pedal 85 during traveling, the kinetic energy is converted into electric energy by regeneration of at least one of the motors MG1 and MG2. The braking force (braking torque) can be output to the carrier shaft 55 as the drive shaft. When the brake pedal 85 is depressed by the driver, the clutch C1 is turned off to disconnect the drive gear shaft 26 from the primary shaft 41 of the CVT 40, thereby independently controlling the motor MG1 and the motor MG2. Energy can be efficiently recovered by both motors MG1 and MG2. That is, when the brake pedal 85 is depressed by the driver, the clutch C1 is turned off and the rotational speed Nm1 of the motor MG1 is kept high by using the CVT 40, so that regenerative braking cannot be performed normally. Even when the rotational speed of the carrier shaft 55, that is, the vehicle speed V decreases, the energy recovery by the motor MG <b> 1 is continued, whereby the energy efficiency of the hybrid vehicle 20 can be improved.

  As described above, in the hybrid vehicle 20 of the embodiment, the drive gear 25, the CVT 40, and the planetary gear mechanism 50 cooperate with each other when the drive gear 25 and the primary shaft 41 of the CVT 40 are connected by the clutch C1. Thus, an infinite transmission (IVT) is configured, and the power from at least one of the engine 22 and the motors MG1 and MG2 is divided from the drive gear 25 and the CVT 40 and output to the planetary gear mechanism 50 to thereby generate torque circulation. As a result, the gear ratio α between the drive gear 25 and the carrier 54 (the carrier shaft 55 as the drive shaft) that is the output element of the planetary gear mechanism 50 can be theoretically set to infinity. Therefore, in the hybrid vehicle 20, the gear ratio γ of the CVT 40 is matched with the gear ratio ρ of the planetary gear mechanism 50 so that the gear ratio α between the drive gear 25 and the carrier 54 of the planetary gear mechanism 50 is substantially infinite. By setting, the rotation of the carrier 54 and the carrier shaft 55 can be stopped even if the engine 22 or the like connected to the drive gear 25 is operated at an arbitrary rotational speed capable of improving the efficiency, for example. . When the speed change state of the CVT 40, that is, the speed change ratio γ is changed from a state where the speed change ratio α is substantially infinite, the carrier 54 and the carrier shaft 55 can be rotated forward or reverse. In particular, when the rotational speed of the carrier shaft 55, that is, the vehicle speed V is low, the torque from at least one of the engine 22 and the motors MG1 and MG2 is amplified to efficiently output a large torque to the carrier shaft 55 as a drive shaft. can do. If the connection between the drive gear 25 and the primary shaft 41 of the CVT 40 is released by the clutch C1, the primary shaft 41 of the CVT 40 can be rotated by the motor MG1 regardless of the rotation of the drive gear 25. Therefore, in this hybrid vehicle 20, the primary shaft 41 of the CVT 40 is released in a state where the connection between the drive gear 25 and the primary shaft 41 of the CVT 40 is released and at least one of the engine 22 and the motor MG2 outputs power. And the carrier 54 which is an output element of the planetary gear mechanism 50, that is, the drive gear 25, that is, the engine 22 and the motors MG1 and MG2, by changing the speed ratio γ of the CVT 40 as appropriate. It becomes possible to make the gear ratio α between the carrier shaft 55 as the drive shaft smaller (the speed increasing ratio larger). As a result, in the hybrid vehicle 20, the speed ratio width between the engine 22 and the motors MG1 and MG2 and the carrier shaft 55 as the drive shaft is increased, and the rotation from the low vehicle speed range where the rotation speed of the carrier shaft 55 is low. Energy efficiency and torque characteristics can be improved in a very wide driving range up to a high vehicle speed range where the speed increases.

  That is, in the hybrid vehicle 20, the carrier shaft 55 as the drive shaft rotates forward when the carrier 54, which is the output element of the planetary gear mechanism 50, rotates in the opposite direction to the drive gear 25. When the motor rotates forward, both the ring gear 52 (second input element) and the carrier 54 (output element) of the planetary gear mechanism 50 rotate in the opposite direction to the drive gear 25. Therefore, in the hybrid vehicle 20, the transmission ratio γ of the CVT 40 is changed from the state in which the transmission ratio α between the drive gear 25 and the carrier 54 (carrier shaft 55) of the planetary gear mechanism 50 is set to substantially infinite. If the gear ratio ρ is smaller than the gear ratio ρ of the gear mechanism 50 (if the speed change state of the CVT 40 is changed to the speed increasing side), the rotational speed Ns of the sun gear 51 of the planetary gear mechanism 50 connected to the secondary shaft 42 of the CVT 40 is Along with this, the carrier 54 is rotated in the same direction as the rotation direction of the drive gear 25 while outputting a large torque to the carrier 54 of the planetary gear mechanism 50, that is, a large torque is output to the carrier shaft 55 as the drive shaft. However, the hybrid vehicle 20 can travel in the reverse direction by reversing the carrier shaft 55 (reverse travel). Mode). Further, the gear ratio γ of the CVT 40 is made larger than the gear ratio ρ of the planetary gear mechanism 50 from the state where the gear ratio α between the drive gear 25 and the carrier 54 of the planetary gear mechanism 50 is set to be substantially infinite. Then (if the speed change state of the CVT 40 is changed to the deceleration side), the rotational speed Ns of the sun gear 51 of the planetary gear mechanism 50 connected to the secondary shaft 42 of the CVT 40 decreases, and accordingly, the planetary gear mechanism 50 Increasing the rotational speed Nc of the carrier 54 in the direction opposite to the rotational direction of the drive gear 25 while outputting a large torque to the carrier 54, that is, outputting the large torque to the carrier shaft 55 as a drive shaft. Rotating the hybrid vehicle 20 in the forward direction while rotating the 55 to the forward rotation side and increasing the rotation speed (vehicle speed V) Possible to become (low-speed forward driving mode). Further, while the connection between the drive gear shaft 26 (drive gear 25) and the primary shaft 41 of the CVT 40 is released by the clutch C1, the rotational speed Nm1 of the motor MG1 connected to the primary shaft 41 of the CVT 40 is reduced and the Once the motor MG1 is temporarily stopped (medium speed transition mode), the rotational speed Ns of the sun gear 51 of the planetary gear mechanism 50 connected to the secondary shaft 42 of the CVT 40 can be made zero. From this state, if the rotational speed Nm1 (rotational speed Ni) of the motor MG1 is increased in the opposite direction (the same direction as the ring gear 52), the planetary gear mechanism 50 connected to the secondary shaft 42 of the CVT 40 is used. The sun gear 51 can be rotated in the opposite direction to the drive gear 25, that is, in the same direction as the ring gear 52 and the carrier 54, and the rotation speed Ns can be increased. At this time, if the gear ratio γ of the CVT 40 is further reduced (if the speed change state of the CVT 40 is changed to the speed increasing side), the rotational speed Ns of the sun gear 51 can be further increased. The higher the rotational speed of the planetary gear mechanism 50 in the direction opposite to that of the drive gear 25 of the sun gear 51, the more the drive gear 25 and the carrier 54 that is the output element of the planetary gear mechanism 50, that is, the carrier shaft 55 as the drive shaft. It is possible to further reduce the speed ratio α during the period (increase the speed increasing ratio) to increase the rotational speed on the forward rotation side of the carrier shaft 55 as the drive shaft, that is, the vehicle speed V (high speed traveling mode). .

  As described above, when the carrier 54 of the planetary gear mechanism 50 rotates in the opposite direction to the drive gear 25, the carrier shaft 55 as the drive shaft rotates in the forward direction and the hybrid vehicle 20 moves forward. By continuously changing the rotational speed Ns of the 50 sun gears 51 within a range including the value 0, the rotational speed of each element of the planetary gear mechanism 50 (particularly the sun gear 51) is suppressed from being excessively increased. As a drive shaft, the forward and reverse rotations of the carrier shaft 55 as a hybrid vehicle 20 can be made forward and backward, and the gear ratio width between the engine 22 and the motors MG1 and MG2 and the carrier shaft 55 is increased. Energy efficiency and torque in a wide driving range on the forward rotation side of the carrier shaft 55, that is, in the forward direction of the hybrid vehicle 20. It is possible to improve the resistance. Therefore, when the required torque is set based on the accelerator opening degree Acc and the vehicle speed V as in the above-described embodiment, the reverse travel mode in which the drive gear 25 and the primary shaft 41 of the CVT 40 are connected by the clutch C1 or the low speed forward mode. Under the traveling mode, the engine 22, the motors MG1 and MG2, and the CVT 40 may be controlled so that torque based on the required torque is output to the carrier shaft 55 as the drive shaft. In addition, the motor MG1 decelerates or the motor MG1 is not connected to the drive gear 25 under the medium speed transition mode or the high speed travel mode in which the connection between the drive gear 25 and the primary shaft 41 of the CVT 40 is released by the clutch C1. The engine 22, the motors MG1 and MG2, and the CVT 40 may be controlled so that the torque based on the required torque is output to the carrier shaft 55 as the drive shaft while rotating in the reverse direction. Further, in the hybrid vehicle 20 of the embodiment, the motor MG2 generates at least a part of the power from the engine 22 in the high-speed traveling mode in which the connection between the drive gear 25 and the primary shaft 41 of the CVT 40 is released by the clutch C1. The engine 22, the motors MG 1, MG 2, and the CVT 40 are used so that the motor MG 1 rotates in the opposite direction to the drive gear 25 and torque based on the required torque is output to the carrier shaft 55 as the drive shaft. Can be controlled. As a result, the motor MG1 can be driven or the battery 35 can be charged using the electric power obtained by the power generation of the motor MG2, so that the drive gear 25 (the engine 22 and the motor MG2) and the carrier shaft 55 can be charged. Thus, it is possible to further improve the energy efficiency under the high-speed traveling mode in which the speed ratio α is made smaller and the rotational speed on the forward rotation side of the carrier shaft 55, that is, the vehicle speed V is made higher.

  Further, the hybrid vehicle 20 of the embodiment has a brake B1 (first element fixing means) that can fix the sun gear 51 that is the first input element of the planetary gear mechanism 50 in a non-rotatable manner. As a result, while the connection between the drive gear 25 and the primary shaft 41 of the CVT 40 is released by the clutch C1, the rotational speed Nm1 of the motor MG1 connected to the primary shaft 41 of the CVT 40 is reduced and the motor MG1 is temporarily stopped. When the rotational speed Ns of the sun gear 51 of the planetary gear mechanism 50 connected to the secondary shaft 42 of the CVT 40 is set to 0, the sun gear 51 can be fixed to be non-rotatable by the brake B1. If the sun gear 51 (secondary shaft 42 of the CVT 40) of the planetary gear mechanism 50 is fixed to be non-rotatable in this way, at least either of the engine 22 and the motor MG2 can be used without using the CVT 40 under the cruise traveling mode. It is possible to transmit the torque from this to the carrier shaft 55 as the drive shaft via the drive gear 25 and the planetary gear mechanism 50. As a result, the power from the engine 22 and the motor MG2 can be transmitted to the carrier shaft 55 relatively efficiently while eliminating the loss in the CVT 40, so that the energy efficiency in the hybrid vehicle 20 can be further improved. . Therefore, the required torque is maintained under the cruise traveling mode in which the clutch C1 releases the connection between the drive gear 25 and the primary shaft 41 of the CVT 40 and the sun gear 51 of the planetary gear mechanism 50 is non-rotatably fixed by the brake B1. It is preferable that at least one of the engine 22 and the motor MG2 is controlled so that the torque based on the torque is output to the carrier shaft 55 as the drive shaft.

  Furthermore, the hybrid vehicle 20 of the embodiment includes a clutch C2 that executes connection between the drive gear 25 and the crankshaft 23 of the engine 22 and release of the connection. Thus, if the connection between the drive gear 25 and the crankshaft 23 of the engine 22 is released by the clutch C2, the connection between the drive gear 25 and the primary shaft 41 of the CVT 40 is connected by the clutch C1 or the connection is established by the clutch C1. In the released state, it is possible to output torque from the motor MG1 and the motor MG2 to the carrier shaft 55 as a drive shaft without rotating the engine 22 (motor running mode). Therefore, under the motor travel mode in which the connection between the drive gear 25 and the crankshaft 23 of the engine 22 is released by the clutch C2, the motor is configured so that torque based on the required torque is output to the carrier shaft 55 as the drive shaft. Preferably, MG1, MG2, CVT 40, and clutch C1 are controlled.

  As the planetary gear mechanism 50, an output element that holds a sun gear 51 as a first input element, a ring gear 52 as a second input element, and a pinion gear 53 that meshes with both the sun gear 51 and the ring gear 52. If a single pinion type planetary gear mechanism including the carrier 54 is used, the hybrid vehicle 20 can be made compact while suppressing an increase in the number of parts. Further, in the hybrid vehicle 20 of the above-described embodiment, one of the motors MG1 and MG2 does not become excessively larger than the other, so that the motors MG1 and MG2 having the same specifications (same size) can be adopted. Thus, the productivity of the hybrid vehicle 20 can be improved.

  In the hybrid vehicle 20 of the above-described embodiment, a clutch C2 that performs connection and release of the drive gear 25 as a rotating element and the crankshaft 23 of the engine 22 and release of the connection is disposed between the engine 22 and the motor MG2. However, like the hybrid vehicle 20B according to the modification shown in FIG. 14, a clutch C3 that executes connection and release of the connection between the motor MG2 and the drive gear 25 may be arranged. In such a hybrid vehicle 20B, if the clutch C3 is turned off, the engine 22 and the motor MG2 can be disconnected from the motors MG1, CVT 40, etc. at the same time. Can be executed easily and smoothly. In the hybrid vehicle 20B, in order to avoid the engine 22 being rotated, the clutch C3 is basically turned off under the motor traveling mode, and power is output only from the motor MG1. At this time, in the hybrid vehicle 20B, the engine 22 and the motor MG2 can be disconnected from the motor MG1 and the like at the same time by turning off the clutch C3. Therefore, all the power from the engine 22 is supplied to the motor MG2 with the clutch C3 turned off. The hybrid vehicle 20B can be made to function as a so-called series type hybrid vehicle by generating electric power and driving the motor MG1 with the obtained electric power or charging the battery 35. Further, in the hybrid vehicle 20C according to another modification shown in FIG. 15, a clutch C3 that executes connection and release of the connection between the motor MG2 and the drive gear 25 is additionally provided for the hybrid vehicle 20. It corresponds to what was set up. In such a hybrid vehicle 20C, it is possible to obtain the same effect as the effect produced by the hybrid vehicle 20B of FIG. 14, and further, when the clutch C2 is turned off and the engine 22 is disconnected from the motor MG2, the motor travel mode is achieved. Therefore, power can be output from the running of the motors MG1 and MG2 while avoiding the rotation of the engine 22. In addition, the brake B1 may be omitted in the hybrid vehicles 20, 20B, 20C. Furthermore, although the hybrid vehicle 20 of the above embodiment has been described as cranking the engine 22 by the motor MG2, the starter (starter for starting the engine 22 with respect to the hybrid vehicles 20, 20B, 20C) is described. Needless to say, a motor may be provided. Moreover, the hybrid vehicles 20, 20B, 20C may be configured as vehicles of a type that rotates the entire cabin including the driver's seat. In the embodiments and modifications described above, the power output device is described as being mounted on the hybrid vehicle 20 or the like. However, the power output device according to the present invention can be applied to a moving body such as a vehicle other than an automobile, a ship, and an aircraft. It may be mounted, 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 embodiment and modification, the engine 22 that can output power to the drive gear 25 corresponds to an “internal combustion engine”, and the power input to the primary shaft 41 is steplessly shifted and output to the secondary shaft 42. The possible CVT 40 corresponds to a “continuously variable transmission”, a sun gear 51 connected to the secondary shaft 42 of the CVT 40, a ring gear 52 that can rotate in the reverse direction of the drive gear 25 in conjunction with the drive gear 25, The planetary gear mechanism 50 including the carrier 54 connected to the carrier shaft 55 as the drive shaft corresponds to a “planetary gear mechanism”, and executes connection between the drive gear 25 and the primary shaft 41 of the CVT 40 and release of the connection. The clutch C1 corresponds to the “connection / disconnection means” and moves at least on the primary shaft 41 of the CVT 40. MG1 that can output the motor corresponds to the “first electric motor”, and the motor MG2 that can output at least power to the drive gear 25 corresponds to the “second electric motor” and can exchange electric power with the motors MG1 and MG2. The battery 35 corresponds to “power storage means”. Further, the hybrid ECU 70 that sets the required torque based on the accelerator opening Acc or the like corresponds to “required driving force setting means”, and the combination of the hybrid ECU 70, the engine 22, the motor ECU 30, and the CVTECU 49 corresponds to “control means”. The brake B1 that can fix the sun gear 51 of the planetary gear mechanism 50 in a non-rotatable manner corresponds to “first element fixing means”, and performs connection between the drive gear 25 and the crankshaft 23 of the engine 22 and release of the connection. The clutch C2 corresponds to “second connecting / disconnecting means”.

  The “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon-based fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. The “continuously variable transmission” is not limited to the belt-type CVT 40, and any toroidal continuously variable transmission or counter rotor can be used as long as it can continuously change the power input to the input shaft and output it to the output shaft. Any other type such as an electric continuously variable transmission including an electric motor may be used. The “planetary gear mechanism” includes a first input element connected to the output shaft of the continuously variable transmission, a second input element that can rotate in a direction opposite to the rotation element in conjunction with the rotation element, and a drive Any type other than the single-pinion type planetary gear mechanism 50 may be used as long as it includes an output element connected to the shaft. The “connection / disconnection means”, “second connection / disconnection means”, and “first element fixing means” are clutches that are dog clutches as long as they perform connection between the corresponding elements and release of the connection. Any other type such as a pressure clutch other than C1, C2 and brake B1 may be used. The “first motor” and the “second motor” are not limited to 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, and may be any other type such as a capacitor as long as it can exchange power with the first and second motors. Absent. The “control means” may be of any type other than the combination of the hybrid ECU 70 and the engine 22, the motor ECU 30, and the CVTECU 49. 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.

  The present invention can be used in a power output apparatus, a vehicle manufacturing industry, and the like.

1 is a schematic configuration diagram of a hybrid vehicle 20 that is a vehicle according to an embodiment of the present invention. FIG. 5 is an explanatory diagram illustrating a collinear diagram showing the relationship between rotational speeds and the like in each element of the drive gear 25, the CVT 40, and the planetary gear mechanism 50. It is explanatory drawing which illustrates the operation mode of the hybrid vehicle 20 of an Example. FIG. 3 is an explanatory diagram illustrating a collinear diagram showing a relationship between rotational speeds and the like in each element of the drive gear 25, the CVT 40, and the planetary gear mechanism 50 when starting the engine 22 in the hybrid vehicle 20 of the embodiment. FIG. 6 is an explanatory diagram showing another example of a collinear diagram showing a relationship between rotational speeds and the like in each element of the drive gear 25, the CVT 40, and the planetary gear mechanism 50 when the engine 22 is started in the hybrid vehicle 20 of the embodiment. It is explanatory drawing for demonstrating the reverse drive mode and the low speed forward drive mode of the hybrid vehicle 20 of an Example. It is explanatory drawing which illustrates the alignment chart showing the relationship of the rotational speed etc. in each element of the drive gear 25, CVT40, and the planetary gear mechanism 50 in reverse drive mode and low speed forward drive mode. It is explanatory drawing which illustrates the collinear diagram showing the relationship of the rotational speed etc. in each element of the drive gear 25, CVT40, and the planetary gear mechanism 50 in medium speed transfer mode or cruise driving mode. It is explanatory drawing for demonstrating the cruise driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the high-speed driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing which illustrates the alignment chart showing the relationship of the rotational speed etc. in each element of the drive gear 25, CVT40, and the planetary gear mechanism 50 in a high-speed driving mode. It is explanatory drawing for demonstrating the motor driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing which illustrates the alignment chart showing the relationship of the rotational speed etc. in each element of the drive gear 25, CVT40, and the planetary gear mechanism 50 when starting the engine 22 under motor drive mode. It is a schematic block diagram of the hybrid vehicle 20B which concerns on a modification. It is a schematic block diagram of the hybrid vehicle 20C which concerns on another modification.

Explanation of symbols

  20, 20B, 20C Hybrid vehicle, 22 engine, 23 crankshaft, 24 electronic control unit for engine (engine ECU), 25 drive gear, 26 drive gear shaft, 30 electronic control unit for motor (motor ECU), 31, 32 inverter , 33, 34 Rotation position detection sensor, 35 Battery, 36 Battery electronic control unit (battery ECU), 39 Power line, 40 Continuously variable transmission unit (CVT), 41 Primary shaft, 42 Secondary shaft, 43 Primary pulley, 44 Secondary Pulley, 45, 46 Hydraulic cylinder, 47 Belt, 48 Hydraulic circuit, 49 Electronic control unit for CVT (CVTECU), 50 Planetary gear mechanism, 51 Sun gear, 52 Ring gear, 53 Pinion gear, 54 Carrier, 55 carrier shaft (drive shaft), 56 gear train, 57 differential gear, 70 electronic control unit for hybrid (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, B1 brake, C1, C2, C3 clutch, DW wheel, MG1, MG2 motor.

Claims (10)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to a predetermined rotating element;
A continuously variable transmission capable of continuously changing the power input to the input shaft and outputting it to the output shaft;
A first input element connected to the output shaft of the continuously variable transmission, a second input element rotatable in the direction opposite to the rotation element in conjunction with the rotation element, and connected to the drive shaft A planetary gear mechanism including an output element to be
Connection / disconnection means for performing connection between the rotating element and the input shaft of the continuously variable transmission and release of the connection;
A first electric motor capable of outputting at least power to the input shaft of the continuously variable transmission;
A second electric motor capable of outputting at least power to the rotating element;
Power storage means capable of exchanging power with the first and second electric motors;
A power output device comprising: The power output apparatus according to claim 1, wherein
The drive shaft is a power output device that rotates forward when the output element of the planetary gear mechanism rotates in a direction opposite to the rotation element. The power output apparatus according to claim 2,
Required driving force setting means for setting required driving force required for the drive shaft;
In the state where the rotating element and the input shaft of the continuously variable transmission are connected by the connection / disconnection means, the internal combustion engine is configured such that power based on the set required driving force is output to the driving shaft. And the first and second electric motors and the continuously variable transmission, and in a state where the connection between the rotary element and the input shaft of the continuously variable transmission is released by the connection / disconnection means, The internal combustion engine is configured such that the first electric motor decelerates or the first electric motor rotates in a direction opposite to the rotating element and power based on the set required driving force is output to the driving shaft. Control means for controlling the engine, the first and second electric motors, and the continuously variable transmission;
A power output device further comprising: In the power output device according to claim 3,
In the state where the connection between the rotating element and the input shaft of the continuously variable transmission is released by the connection / disconnection means, the control means is configured such that the second electric motor transmits at least part of the power from the internal combustion engine. The internal combustion engine and the first motor so that the first electric motor rotates in a direction opposite to the rotating element and power based on the set required driving force is output to the driving shaft. A power output device capable of controlling the first and second electric motors and the continuously variable transmission. The power output apparatus according to claim 3 or 4,
A power output apparatus further comprising first element fixing means capable of fixing the first input element of the planetary gear mechanism in a non-rotatable manner. The power output device according to claim 5,
The control means releases the connection between the rotating element and the input shaft of the continuously variable transmission by the connection / disconnection means, and the first input element of the planetary gear mechanism by the first element fixing means. A power output for controlling at least one of the internal combustion engine and the second electric motor so that power based on the set required driving force is output to the drive shaft in a state where the motor is fixed to be non-rotatable apparatus. In the motive power output device according to any one of claims 3 to 6,
A power output apparatus further comprising second connection / disconnection means for executing connection between the rotating element and an engine shaft of the internal combustion engine and release of the connection. The power output apparatus according to claim 7,
In the state where the connection between the rotating element and the engine shaft of the internal combustion engine is released by the second connection / disconnection means, the control means is configured such that power based on the set required driving force is applied to the drive shaft. A power output device that controls the first and second electric motors, the continuously variable transmission, and the connection / disconnection means so as to be output. The power output apparatus according to any one of claims 1 to 8,
The planetary gear mechanism includes a sun gear as the first input element, a ring gear as the second input element, and a carrier as the output element that holds a pinion gear that meshes with both the sun gear and the ring gear. A power output device which is a single pinion type planetary gear mechanism including A vehicle having drive wheels coupled to a drive shaft,
An internal combustion engine capable of outputting power to a predetermined rotating element;
A continuously variable transmission capable of continuously changing the power input to the input shaft and outputting it to the output shaft;
A first input element connected to the output shaft of the continuously variable transmission, a second input element rotatable in the direction opposite to the rotation element in conjunction with the rotation element, and connected to the drive shaft A planetary gear mechanism including an output element to be
Connection / disconnection means for performing connection between the rotating element and the input shaft of the continuously variable transmission and release of the connection;
A first electric motor capable of outputting at least power to the input shaft of the continuously variable transmission;
A second electric motor capable of outputting at least power to the rotating element;
Power storage means capable of exchanging power with the first and second electric motors;
A vehicle comprising:

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