JP5304454B2 - Drive device for hybrid vehicle - Google Patents

Description

  The present invention relates to a drive device for a hybrid vehicle in which a plurality of electric motors and an internal combustion engine are provided as power sources, and the internal combustion engine is started using the electric motors.

  2. Description of the Related Art As a drive device for a hybrid vehicle, there is known a drive device in which an internal combustion engine and a plurality of electric motors are mounted as a power source, and power output from these power sources is shifted by a plurality of differential mechanisms and transmitted to drive wheels. . For example, a sun gear is a first motor generator, a carrier is an internal combustion engine, a ring gear is connected to an output gear, a first planetary gear mechanism, a sun gear is a second motor generator, and a carrier is a ring of the first planetary gear mechanism. 2. Description of the Related Art There is known a driving device that is connected to a gear and an output gear, a ring gear can be restrained by a brake, and a sun gear of a first planetary gear mechanism and a second planetary gear mechanism that can be interrupted by a clutch (patent) Reference 1).

JP 2008-114811 A

  In a drive device as disclosed in Patent Document 1, generally, when starting an internal combustion engine while the vehicle is stopped, the internal combustion engine is rotationally driven using an electric motor provided as a power source. At that time, depending on the connection state between the differential mechanisms, the number of electric motors that can be used for starting the internal combustion engine may be limited to one. In this case, it is necessary to increase the maximum torque of the one electric motor so that the internal combustion engine can be started under various conditions. This may increase the size of the electric motor. Patent Document 1 neither discloses nor suggests how to connect the differential mechanisms when starting the internal combustion engine.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a drive device for a hybrid vehicle that is advantageous in reducing the size of an electric motor while allowing the electric motor to start an internal combustion engine.

A drive device for a hybrid vehicle of the present invention includes a first rotating element, a second rotating element, and a third rotating element that are capable of differentially rotating with each other, the first rotating element being connected to an output shaft of the internal combustion engine, A first differential mechanism in which the second rotary element is connected to the output member, and the third rotary element is connected to the first electric motor; a first rotary element, a second rotary element, and a third differentially rotatable relative to each other; A second differential mechanism having a rotary element, wherein the first rotary element is connected to the second electric motor, and the second rotary element is connected to the second rotary element of the first differential mechanism; and the first differential Switching between an engaged state in which the third rotating element of the mechanism and a third rotating element of the second differential mechanism are coupled so that power can be transmitted between these rotating elements, and a released state in which the coupling is released A possible clutch means and a braking state in which the third rotating element of the second differential mechanism is braked non-rotatably And a brake means switchable to a brake release state for releasing the brake, and when a predetermined start condition for starting the internal combustion engine is satisfied when the vehicle is stopped And a control means for controlling the operation of the first electric motor and the second electric motor so that the internal combustion engine is started after the brake means is switched to the brake released state and the clutch means is switched to the engaged state. The clutch means transmits power between the third rotating element of the first differential mechanism and the third rotating element of the second differential mechanism using frictional force in the engaged state. And adjusting the frictional force while transmitting power between the third rotating element of the first differential mechanism and the third rotating element of the second differential mechanism. It is possible to cause a rotational speed difference between the rolling elements, and the control means outputs the clutch means in the disengaged state and the brake means in the braking state and is output from the second electric motor. If the start condition is satisfied when the vehicle is running with power, the clutch means is switched to the engaged state while the brake means is maintained in the braking state, and then the internal combustion engine is started. The operations of the first motor and the second motor are controlled respectively .

  In the drive device of the present invention, the third rotating element of the first differential mechanism and the third rotating element of the second differential mechanism are switched by switching the brake means to the brake release state and switching the clutch means to the engaged state. They can be connected and rotated together. Since the second rotating elements of each differential mechanism are connected to each other, by connecting the third rotating elements in this way, the two differential mechanisms function as one differential mechanism having four rotating elements. Can be made. In this case, each output torque of the first electric motor and the second electric motor can be transmitted to the internal combustion engine.

According to the drive device of the present invention, when the internal combustion engine is started when the vehicle is stopped, the brake means is switched to the brake released state and the clutch means is switched to the engaged state. The engine can be started. In this case, the maximum value of the output torque of each electric motor can be suppressed. Therefore, the electric motor can be reduced in size while the internal combustion engine can be started by the electric motor. When the brake means is released from the connection mode in which the clutch means is in the released state and the brake means is in the braked state, the output torque of the second electric motor is hardly transmitted to the output member, and the power is not transmitted to the output member. I am interrupted. In the drive device of the present invention, when the vehicle is traveling in such a connection mode, the clutch means is switched to the engaged state while the brake means is in a braking state, so that power transmission to the output member is interrupted. The internal combustion engine can be started.

  In one form of the hybrid vehicle drive device of the present invention, the control means is configured to control the internal combustion engine when the outside air temperature is equal to or lower than a predetermined outside air temperature or the temperature of the internal combustion engine is equal to or lower than a predetermined temperature and the vehicle is stopped. When a predetermined start condition for starting the engine is satisfied, the first electric motor is configured such that the brake means is switched to the brake released state and the clutch means is switched to the engaged state, and then the internal combustion engine is started. And the operation of the second electric motor may be controlled respectively (claim 2). As is well known, when the temperature of the internal combustion engine is low, the viscosity of the oil increases, so that the torque required for starting increases. In this embodiment, when the internal combustion engine is in such a state, the internal combustion engine is started by two electric motors. Therefore, the internal combustion engine can be started quickly while suppressing the torque to be output from each electric motor.

  As described above, according to the hybrid vehicle drive device of the present invention, since the internal combustion engine is started using both the first electric motor and the second electric motor, the maximum value of the output torque of each electric motor is suppressed. be able to. Therefore, the electric motor can be reduced in size while the internal combustion engine can be started by the electric motor.

The skeleton figure of the drive device concerning one form of the present invention. Alignment chart of the drive apparatus when clutches is engaged, and the brake is starting the engine in a brake release state. Alignment chart of the drive apparatus when clutches are released, and the brake is starting the engine in a braking state. The alignment chart of a drive device when a clutch is a releasing state, a brake is a braking state, and the vehicle is driven by 2nd MG. FIG. 5 is a collinear diagram of the drive device when the engine is started by switching the clutch from the state shown in FIG. 4 to the engaged state. The flowchart which shows the starting mode control routine performed by this invention . The skeleton figure of the drive device which concerns on the reference example with respect to embodiment of this invention. The figure which expands and shows the dog clutch of FIG. In the reference example , the alignment chart of the drive device when the engine is started with the clutch engaged and the brake released. The collinear diagram of the drive device when the clutch is in a disengaged state and the brake is in a braking state and starts the engine in the reference example . The flowchart which shows the starting mode control routine performed in a reference example .

FIG. 1 shows a skeleton diagram of a driving apparatus according to an embodiment of the present invention. The drive device 10 is mounted on the hybrid vehicle 1 and includes an internal combustion engine (hereinafter sometimes referred to as an engine) 11 and a first motor generator (hereinafter abbreviated as a first MG) as a first electric motor. And a second motor generator (hereinafter sometimes abbreviated as second MG) 13 as a second electric motor. Since the engine 11 is a well-known engine mounted as a power source in a hybrid vehicle, a detailed description thereof is omitted. The first MG 12 includes a stator 12a that is fixed to the case 2 so as not to rotate, and a rotor 12b that is coaxially disposed on the inner peripheral side of the stator 12a. Similarly, the second MG 13 includes a stator 13a that is non-rotatably fixed to the case 2 and a rotor 13b that is coaxially disposed on the inner peripheral side of the stator 13a. The first MG 12 and the second MG 13 are well-known ones that function as an electric motor and a generator, respectively, and thus detailed description thereof is omitted.

  The engine 11, the first MG 12, and the second MG 13 are connected to the power split mechanism 14, respectively. Power split device 14 switches the connection state of engine 11, first MG 12, and second MG 13 to switch the transmission destination of power output from engine 11, first MG 12, and second MG 13. An output gear 4 as an output member for outputting power to the drive wheels 3 of the vehicle 1 is connected to the power split mechanism 14. In the power transmission path from the power split mechanism 14 to the drive wheel 3, a counter shaft 7 provided so that the counter gear 5 and the drive gear 6 rotate integrally, and a differential mechanism 8 to which the rotation of the drive gear 6 is transmitted. And a drive shaft 9 are provided. The counter shaft 7 is provided so that the counter gear 5 meshes with the output gear 4. Therefore, the power output from the power split mechanism 14 is transmitted to the differential mechanism 8 via the output gear 4, the counter gear 5, the counter shaft 7, and the drive gear 6. The power transmitted to the differential mechanism 8 is then transmitted to the drive wheels 3 via the drive shaft 9.

  The power split mechanism 14 includes a first planetary gear mechanism 15 as a first differential mechanism and a second planetary gear mechanism 16 as a second differential mechanism. Each of the first planetary gear mechanism 15 and the second planetary gear mechanism 16 is a single pinion type planetary gear mechanism. The first planetary gear mechanism 15 includes a sun gear (hereinafter also referred to as a first sun gear) S1 that is an external gear, and a ring gear that is an internal gear disposed coaxially with the sun gear S1. Hereinafter, it may be referred to as a first ring gear.) A carrier (hereinafter referred to as a first carrier) that holds R1 and a pinion gear P1 meshing with these gears S1, R1 so as to be capable of rotating and revolving around the sun gear S1. C1). Similarly, the second planetary gear mechanism 16 includes a sun gear (hereinafter, also referred to as a second sun gear) S2 that is an external gear, and a ring that is an internal gear that is disposed coaxially with the sun gear S2. A carrier (hereinafter referred to as a second ring gear) R2 and a pinion gear P2 meshing with these gears S2 and R2 and capable of rotating around the sun gear S2 (hereinafter referred to as a second carrier). And C2.

The first sun gear S <b> 1 is coupled to rotate integrally with a rotating shaft 17 that is rotatably supported by the case 2. One end of the rotary shaft 17 as shown in this figure, it is connected to the output shaft 11a of the engine 11 via a damper 18. Note that the damper 18 is a well-known one that can absorb the torque fluctuation of the engine 11, and therefore a detailed description thereof is omitted. On the other hand, the other end of the rotating shaft 17 is connected to an oil pump 19. A one-way clutch 20 is provided on the rotating shaft 17. The one-way clutch 20 allows the rotation shaft 17 to rotate in a predetermined forward rotation direction and prevents the rotation shaft 17 from rotating in the reverse rotation direction opposite to the normal rotation direction. In the forward rotation direction, a direction in which the output shaft 11a of the engine 11 rotates during operation of the engine 11 is set.

  The first ring gear R1 is connected to the rotor 12b of the first MG 12. The first carrier C <b> 1 and the second carrier C <b> 2 are connected to the output gear 4. The second sun gear S2 is connected to the rotor 13b of the second MG 13. The second ring gear R2 is connected to the first ring gear R1 via a clutch 21 as clutch means. The clutch 21 includes a first engagement member 21a and a second engagement member 21b, and is a well-known one that switches contact and separation of the engagement members 21a and 21b with an actuator (not shown). The first engagement member 21a is provided in the first ring gear R1, and the second engagement member 21b is provided in the second ring gear R2. Therefore, when the engaging members 21a and 21b are brought into contact with each other, power transmission between the first ring gear R1 and the second ring gear R2 can be performed using the frictional force. At this time, the clutch 21 adjusts the frictional force between the engaging members 21a and 21b by an actuator, and transmits power between them while generating a rotational speed difference between the engaging members 21a and 21b. it can. Hereinafter, the state in which the engaging members 21a and 21b are brought into contact with each other in this way is referred to as an engaged state. The state where the engaging members 21a and 21b are separated from each other is referred to as a released state. The second ring gear R2 is provided with a brake 22 as brake means. The brake 22 is provided so as to be switchable between a braking state in which the second ring gear R2 is braked so as not to rotate and a braking release state in which the braking is released.

By connecting the rotating elements of the planetary gear mechanisms 15 and 16 in this way , the first sun gear S1 is the first rotating element of the first differential mechanism of the present invention, and the first carrier C1 is the first rotating element of the present invention. The first ring gear R1 corresponds to the second rotating element of the first differential mechanism, and the first ring gear R1 corresponds to the third rotating element of the first differential mechanism of the present invention. The second sun gear S2 is the first rotating element of the second differential mechanism of the present invention, the second carrier C2 is the second rotating element of the second differential mechanism of the present invention, and the second ring gear R2 is the present invention. This corresponds to the third rotation element of the second differential mechanism.

  In the power split mechanism 14, the first ring gear R1 and the second ring gear R2 can be rotated together by switching the clutch 21 to the engaged state and switching the brake 22 to the brake released state. Since the first carrier C1 and the second carrier C2 are connected as described above, in this case, the first planetary gear mechanism 15 and the second planetary gear mechanism 16 are used as one differential mechanism having four rotating elements. Can function. Hereinafter, the mode in which the planetary gear mechanisms 15 and 16 are connected to each other in this manner (hereinafter sometimes referred to as a connection mode) is referred to as a first connection mode. On the other hand, when the clutch 21 is switched to the released state and the brake 22 is switched to the braking state, the second ring gear R2 is restrained so as not to rotate, and only the first ring gear R1 is rotated integrally with the rotor 12b of the first MG 12. be able to. In this case, the first planetary gear mechanism 15 and the second planetary gear mechanism 16 function as separate differential mechanisms. Hereinafter, the connection mode in which the planetary gear mechanisms 15 and 16 are connected to each other in this way is referred to as a second connection mode. Furthermore, in this power split mechanism 14, since the one-way clutch 20 is provided on the rotating shaft 17, it is possible to prevent the first sun gear S1 from rotating in the reverse direction.

  The operation of the driving device 10 is controlled by the control device 30. The control device 30 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation, and controls the operation of the drive device 10 in accordance with the traveling state of the vehicle 1 and the operating state of the engine 11. Control. For example, control device 30 controls the operations of engine 11, first MG 12, and second MG 13 according to the traveling state of vehicle 1. More specifically, the control device 30 switches between operation and stop of the engine 11 according to the traveling state of the vehicle 1. Further, the control device 30 switches the connection mode of the drive device 10 according to the traveling state of the vehicle 1. For example, when the engine 11 is stopped and the vehicle 1 is running with the power of the second MG 13, the connection mode of the drive device 10 is switched to the second connection mode. Furthermore, the control device 30 controls the operations of the MGs 12 and 13 according to the traveling state of the vehicle 1. The control device 30 includes, for example, an accelerator opening sensor 31 that outputs a signal corresponding to the accelerator opening as a sensor for detecting the traveling state of the vehicle 1 and the operating state of the engine 11, and a signal corresponding to the speed of the vehicle 1. A vehicle speed sensor 32 for outputting, an outside air temperature sensor 33 for outputting a signal corresponding to the outside air temperature, a cooling water temperature sensor 34 for outputting a signal corresponding to the cooling water temperature (cooling water temperature) of the engine 11, and the engine rotation speed of the engine 11. A crank angle sensor 35 or the like that outputs a signal corresponding to (the number of revolutions) is connected. In addition to this, various sensors are connected to the control device 30, but they are not shown.

  When starting the stopped engine 11, the control device 30 changes the starting method according to the traveling state of the vehicle 1 and the state of the engine 11. For example, when the engine 11 is started when the vehicle 1 is stopped, the control device 30 switches the starting method according to the temperature of the engine 11. When the temperature of engine 11 is low, control device 30 switches the connection mode of drive device 10 to the first connection mode, and then starts engine 11 using first MG 12 and second MG 13. Hereinafter, the method of starting the engine 11 in this way is referred to as a first start mode. FIG. 2 shows an alignment chart of the drive device 10 when the engine 11 is started in the first start mode. In this figure, the first sun gear S1, the first carrier C1, the first ring gear R1, the second sun gear S2, the second carrier C2, and the second ring gear R2 are denoted by reference numerals S1, C1, R1, S2, C2, respectively. And R2. Further, the rotation direction of “forward rotation” in this figure is the normal rotation direction of the rotation shaft 17 described above, and the rotation direction of “reverse rotation” is the reverse rotation direction of the rotation shaft 17. And the arrow in a figure has shown the torque of each rotation element. As described above, since the two planetary gear mechanisms 15 and 16 function as one differential mechanism in the first connection mode, the engine 11 is started using the output torques of both MGs 12 and 13 in the first start mode. can do.

  On the other hand, when the temperature of engine 11 is high, control device 30 switches the connection mode of drive device 10 to the second connection mode, and then starts engine 11 at first MG 12. Hereinafter, the method of starting the engine 11 in this way is referred to as a second start mode. FIG. 3 shows an alignment chart of the drive device 10 when the engine 11 is started in the second start mode. 3 that are the same as those in FIG. 2 are denoted by the same reference numerals and description thereof is omitted. As shown in this figure, in the second start mode, the engine 11 is started only by the first MG 12.

  In addition to this, when starting the engine 11 when the connection mode of the drive device 10 is in the second connection mode and the vehicle 1 is running with the output torque of the second MG 13, the control device 30 The engine 11 is started by switching 21 to the engaged state. At this time, the clutch 21 is controlled so that a rotational speed difference is generated between the first ring gear R1 and the second ring gear R2. Hereinafter, the method of starting the engine 11 in this way is referred to as a travel start mode. FIG. 4 shows a collinear diagram of the drive device 10 when the connection mode of the drive device 10 is in the second connection mode and the vehicle 1 is traveling with the output torque of the second MG 13. FIG. 5 shows a nomographic chart of the drive device 10 when the engine 11 is started in the travel start mode. In these drawings, the same parts as those in FIG. In this travel start mode, the clutch 21 is switched from the state shown in FIG. 4 to the engaged state, so that the rotational speed (the number of revolutions) of the second ring gear R2 decreases as shown in FIG. The rotation speed increases. At this time, the clutch 21 is controlled so that a rotational speed difference N (see FIG. 5) is generated between the first ring gear R1 and the second ring gear R2, so that the load applied to the second MG 13 suddenly increases. This can be suppressed. Therefore, fluctuations in the rotational speed of the output gear 4 can be suppressed.

  FIG. 6 shows a start mode control routine that the control device 30 repeatedly executes at a predetermined cycle in order to selectively use these start modes. This control routine is repeatedly executed regardless of the traveling state of the vehicle 1 and the operating state of the engine 11. By executing this control routine, the control device 30 functions as the control means of the present invention.

  In this control routine, the control device 30 first acquires the traveling state of the vehicle 1 and the operating state of the engine 11 in step S11. As the traveling state of the vehicle 1, the accelerator opening, the speed of the vehicle 1 (vehicle speed), and the like are acquired. As the operating state of the engine 11, the rotation speed of the engine 11, the coolant temperature of the engine 11, the outside air temperature, and the like are acquired. In the next step S12, the control device 30 determines whether or not the engine 11 is stopped. This determination may be made based on the rotational speed of the engine 11, for example. If the engine 11 is in operation, the current control routine is terminated.

  On the other hand, when it is determined that the engine 11 is stopped, the process proceeds to step S13 to determine whether or not a predetermined start condition for starting the engine 11 is satisfied. This starting condition is determined to be satisfied when, for example, the torque required for the vehicle 1 increases when the vehicle 1 is running on the MGs 12 and 13 and the required torque cannot be handled by the MGs 12 and 13. The Further, while the vehicle 1 is stopped, it is determined that, for example, it is established when the capacity of the battery connected to each of the MGs 12 and 13 is reduced. If it is determined that the predetermined start condition is not satisfied, the current control routine is terminated.

  On the other hand, when it is determined that the predetermined start condition is satisfied, the process proceeds to step S14, and the control device 30 determines whether or not the vehicle 1 is stopped. This determination may be made based on the vehicle speed, for example. When it is determined that the vehicle 1 is traveling, the process proceeds to step S15, and the control device 30 executes the traveling start mode. Thereafter, the current control routine is terminated. As described above, when the engine 11 is stopped and the vehicle 1 is driven by the second MG 13, the connection mode of the drive device 10 is switched to the second connection mode. Therefore, the engine 11 is started in the starting mode during travel.

  On the other hand, when it is determined that the vehicle 1 is stopped, the process proceeds to step S16, and the control device 30 determines whether or not a first start mode condition for starting the engine 11 in the first start mode is satisfied. As described above, in the first start mode, since the engine 11 is started using both of the two MGs 12 and 13, the first start mode condition is satisfied when the torque required to rotate the engine 11 is large. It is judged that The torque required to rotate the engine 11 increases when the temperature of the engine 11 is low and the oil viscosity is high. Therefore, for example, it is determined that the first start mode condition is satisfied when the coolant temperature of the engine 11 is equal to or lower than a predetermined temperature set in advance or when the outside air temperature is equal to or lower than a predetermined external temperature set in advance. Note that the predetermined temperature and the predetermined outside air temperature may be appropriately set according to, for example, the maximum value of the output torque of the first MG 12 and the second MG 13. When it is determined that the first start mode condition is satisfied, the process proceeds to step S17, and the control device 30 executes the first start mode. Thereafter, the current control routine is terminated. On the other hand, when it is determined that the first start mode condition is not established, the process proceeds to step S18, and the control device 30 executes the second start mode. Thereafter, the current control routine is terminated.

According to the drive device of the present invention, when the temperature of the engine 11 is low, the engine 11 is started in the first start mode, so that the torque to be output from the MGs 12 and 13 when the engine 11 is started can be suppressed. . Thereby, the maximum value of the output torque of each MG12 and 13 can be suppressed, respectively. Therefore, the MGs 12 and 13 can be reduced in size while enabling the engine 11 to be started by the MGs 12 and 13. In addition, when the temperature of the engine 11 is low, the engine 11 is started by the two MGs 12 and 13, so that the engine 11 can be started quickly while reducing the torque to be output from each MG 12 and 13.

In the drive device of the present invention, when the connection mode of the drive device 10 is the second connection mode and the vehicle 1 is running with the output torque of the second MG 13, the engine 11 is started in the running start mode. The engine 11 can be started without interrupting power transmission to the output gear 4.

( Reference example )
Next, a driving apparatus according to a reference example for the embodiment of the present invention will be described with reference to FIGS. FIG. 7 shows a skeleton diagram of the driving device 10 of the reference example . 7 that are the same as those in FIG. 1 are denoted by the same reference numerals and description thereof is omitted. As shown in this figure, in the driving device 10 of the reference example , the engine 11, the second MG 13, the second planetary gear mechanism 16, the first planetary gear mechanism 15, and the first MG 12 are arranged in this order from one side (the right side in FIG. 4). These are arranged in a line. Further, in the driving device 10, the first planetary gear mechanism 15 is a double pinion type planetary gear mechanism having two pinion gears P11 and P12. In the drive device 10, the output shaft 11a of the engine 11 is connected to the first carrier C1. The rotor 12b of the first MG 12 is connected to the first sun gear S1, and the rotor 13b of the second MG 13 is connected to the second sun gear S2. The output gear 4 is connected to the first ring gear R1 and the second carrier C2.

As shown in this figure, the drive device 10 of the reference example includes a dog clutch 40. FIG. 8 shows the portion of the dog clutch 40 in an enlarged manner. The dog clutch 40 includes an engagement hub 41 that rotates integrally with the second ring gear R2, a brake hub 42 that is non-rotatably fixed to the case 2, and a clutch that rotates integrally with the first sun gear S1 and the rotor 12b of the first MG 12. And a hub 43. As shown in this figure, the brake hub 42 is disposed on one side of the engagement hub 41, and the clutch hub 43 is disposed on the other side of the engagement hub 41.

  Spline teeth are formed on the outer peripheral surfaces of the hubs 41, 42, and 43, and a sleeve 44 is engaged with these spline teeth so as to be movable in the left-right direction in FIG. The sleeve 44 has a length that can engage only with the engagement hub 41, and engages with the engagement hub 41 and the brake hub 42 when moved to the right side in FIG. The coupling hub 41 and the clutch hub 43 are provided so as to mesh with each other. Therefore, the second ring gear R2 can be braked non-rotatably by moving the sleeve 44 to the right in FIG. In this case, the dog clutch 40 functions as the brake means of the present invention. On the other hand, the second ring gear R2 and the first sun gear S1 can be rotated together by moving the sleeve 44 to the left in FIG. In this case, the dog clutch 40 functions as the clutch means of the present invention. Hereinafter, a state in which the sleeve 44 is engaged with only the engagement hub 41 may be referred to as a released state. Further, a state where the sleeve 44 is engaged with the engagement hub 41 and the brake hub 42 may be referred to as a brake state, and a state where the sleeve 44 is engaged with the engagement hub 41 and the clutch hub 43 may be referred to as a clutch state. . As shown in FIG. 7, the operation of the dog clutch 40 is controlled by the control device 30.

  In this drive device 10, when the dog clutch 40 is switched to the clutch state, the connection mode of the power split mechanism 14 is the first connection mode. On the other hand, when the dog clutch 40 is switched to the brake state, the connection mode of the power split mechanism 14 becomes the second connection mode.

Also in the drive device 10 of this reference example, the control device 30 switches the start mode according to the temperature of the engine 11. Also in this reference example , in the first start mode, the connection mode of the drive device 10 is first switched to the first connection mode, and then the engine 11 is started in the first MG 12 and the second MG 13. In the second start mode, first, the connection mode of the drive device 10 is switched to the second connection mode, and then the engine 11 is started in the first MG 12.

FIG. 9 corresponds to FIG. 2 of the embodiment of the present invention, and shows a collinear diagram of the drive device 10 when the engine 11 is started in the first start mode. FIG. 10 corresponds to FIG. 3 of the embodiment of the present invention, and shows a driving device 10 alignment chart when the engine 11 is started in the second start mode. In these drawings, the same parts as those in FIG. In this reference example , since the first planetary gear mechanism 15 is a double pinion type planetary gear mechanism, the first sun gear S1 is positioned at the position of the first ring gear R1 in FIG. The first ring gear R1 and the first carrier C1 are disposed at the position of the first sun gear S1. The rest is the same as FIG.

FIG. 11 shows a start mode control routine executed by the control device 30 of this reference example . As shown in this figure, the reference example is different from the embodiment of the present invention in that step S15 in FIG. 6 is omitted and the control routine is ended when a negative determination is made in step S14. The rest is the same as FIG. Therefore, detailed description is omitted. In this reference example , the engine 11 is started while the vehicle 1 is traveling in another control routine executed by the control device 30 in parallel with this control routine.

Also in the drive device 10 of this reference example , when the temperature of the engine 11 is low, the engine 11 is started in the first start mode, so that the torque to be output from each of the MGs 12 and 13 when the engine 11 is started can be suppressed. . Therefore, the MGs 12 and 13 can be reduced in size while enabling the engine 11 to be started by the MGs 12 and 13. Even if the temperature of the engine 11 is low, the engine 11 can be started quickly while reducing the torque to be output from each MG 12, 13.

The present invention is not limited to the shape condition described above can be implemented in various forms. For example, in the drive device of the present invention, the first planetary gear mechanism may be a single pinion type, the second planetary gear mechanism may be a double pinion type, or both the first planetary gear mechanism and the second planetary gear mechanism are double pinion types. But you can. Further, the differential mechanism is not limited to the planetary gear mechanism, and for example, a planetary roller mechanism in which a roller is provided instead of the pinion gear may be provided as the differential mechanism.

Although the shape condition described above showed drive the one-way clutch is provided on the rotary shaft, the one-way clutch may be omitted. Since both on purpose likewise forms described above even in this case the 1MG and second 2MG it is possible to start the engine using, it can be miniaturized these MG while enabling start the engine in each MG.

1 Hybrid vehicle 4 Output gear (output member)
DESCRIPTION OF SYMBOLS 10 Drive apparatus 11 Internal combustion engine 11a Output shaft 12 1st motor generator (1st electric motor)
13 Second motor generator (second electric motor)
15 First planetary gear mechanism (first differential mechanism)
16 Second planetary gear mechanism (second differential mechanism)
21 Clutch (clutch means)
22 Brake (brake means)
30 Control device (control means)
40 dog clutch (brake means, clutch means)
S1 sun gear (first rotating element of the first differential mechanism, third rotating element of the first differential mechanism)
C1 carrier (second rotating element of the first differential mechanism, first rotating element of the first differential mechanism)
R1 ring gear (the third rotating element of the first differential mechanism, the second rotating element of the first differential mechanism)
S2 Sun gear (first rotating element of the second differential mechanism)
C2 carrier (second rotating element of the second differential mechanism)
R2 ring gear (third rotating element of the second differential mechanism)
N Speed difference

Claims (2)

The first rotating element, the second rotating element, and the third rotating element that are differentially rotatable with each other, the first rotating element is connected to the output shaft of the internal combustion engine, and the second rotating element is connected to the output member. A first differential mechanism in which the third rotating element is connected to the first electric motor;
The first rotating element, the second rotating element, and the third rotating element that are differentially rotatable with each other, the first rotating element is connected to the second electric motor, and the second rotating element is connected to the first differential mechanism. A second differential mechanism coupled to the second rotating element;
The engaged state in which the third rotating element of the first differential mechanism and the third rotating element of the second differential mechanism are connected so that power can be transmitted between these rotating elements, and the connection is released. Clutch means switchable to a released state,
In the hybrid vehicle drive device, comprising: a braking state in which the third rotating element of the second differential mechanism is braked in a non-rotatable manner; and a brake means that can be switched to a braking release state in which the braking is released.
When a predetermined start condition for starting the internal combustion engine is satisfied when the vehicle is stopped, the brake means is switched to the brake release state and the clutch means is switched to the engaged state, and then the internal combustion engine is stopped. Control means for controlling the operations of the first electric motor and the second electric motor so that the engine is started ;
The clutch means transmits power between the third rotating element of the first differential mechanism and the third rotating element of the second differential mechanism using frictional force in the engaged state, and Adjusting the frictional force to cause a power difference between the third rotating element of the first differential mechanism and the third rotating element of the second differential mechanism and causing a rotational speed difference between the rotating elements. Is possible,
The control means satisfies the start condition when the clutch means is in the disengaged state, the brake means is in the braked state, and the vehicle is running with power output from the second electric motor. In this case, the clutch means is switched to the engaged state while the brake means is maintained in the braking state, and then the operations of the first electric motor and the second electric motor are controlled so that the internal combustion engine is started. Drive device for hybrid vehicle.   The control means has a predetermined start condition for starting the internal combustion engine when the outside air temperature is not more than a predetermined outside temperature or the temperature of the internal combustion engine is not more than a predetermined temperature and the vehicle is stopped. The brake means is switched to the brake release state and the clutch means is switched to the engaged state, and then the operations of the first electric motor and the second electric motor are controlled so that the internal combustion engine is started. 2. A drive device for a hybrid vehicle according to 1.

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