JP5673828B2 - Hybrid vehicle - Google Patents

Description

  The present invention relates to the configuration and control of a hybrid vehicle.

  Japanese Laid-Open Patent Publication No. 11-341607 (Patent Document 1) discloses a vehicle equipped with a drive motor, a generator, and an engine serving as a power source for the generator.

JP-A-11-341607

  However, the vehicle disclosed in the above-mentioned publication needs to be equipped with a starter for starting the engine in addition to the driving motor and the generator. Therefore, there is a problem that the production cost and weight of the vehicle increase.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to use a starter in a vehicle equipped with a drive motor, a generator, and an engine that is a power source of the generator. It is an object of the present invention to provide a hybrid vehicle that can start an engine without any problems.

  A hybrid vehicle according to an aspect of the present invention is connected to a driving motor coupled to wheels, a generator for generating AC power, an internal combustion engine that is a power source of the generator, and an output shaft of the internal combustion engine. The first sun gear, the first carrier whose rotation is restricted when the friction engagement element is in the engaged state, and the rotation restriction is released when the friction engagement element is in the released state, and the drive motor A first planetary gear mechanism including a first ring gear coupled to the power storage device, a power storage device that is a DC power source, and an inverter that converts DC power supplied from the power storage device into AC power and outputs the AC power to a drive motor. And a rectifier for rectifying AC power generated by the generator into DC power and outputting it to at least one of the power storage device and the inverter.

Preferably, the rectifier includes a rectifier circuit using a diode.
More preferably, the hybrid vehicle controls the engagement force of the friction engagement element and starts the internal combustion engine so that the friction engagement element is engaged when power generation using the generator is required. The control part for making it further include.

  More preferably, the control unit sets the frictional engagement element so that the frictional engagement element is in the engaged state when the power generation using the generator is required when the remaining capacity of the power storage device is smaller than the threshold value. The engaging force of the combined element is controlled and the internal combustion engine is started.

  More preferably, the control unit controls the engagement force of the friction engagement element so that the friction engagement element is in a released state after the start of the internal combustion engine.

  More preferably, the hybrid vehicle includes a second sun gear directly connected to the rotation shaft of the drive motor, a second carrier in a state where rotation is limited, and a second ring gear directly connected to the first ring gear. It further includes a mechanism.

  According to the present invention, for example, the internal combustion engine can be started by rotating the output shaft of the internal combustion engine by engaging the friction engagement element while the vehicle is running. Therefore, it is not necessary to separately install a starter for starting the internal combustion engine in addition to the drive motor and the generator. Furthermore, since the generator does not need to function as a starter, it is not necessary to separately provide a circuit that causes the generator to function as a motor. Therefore, it is possible to suppress an increase in production cost and weight of the vehicle. Therefore, it is possible to provide a hybrid vehicle capable of starting the engine without using a starter in a vehicle equipped with a drive motor, a generator, and an engine serving as a power source for the generator.

1 is an overall block diagram of a vehicle according to an embodiment. It is a figure which shows an example of a structure of a rectifier circuit. It is a functional block diagram of ECU mounted in the vehicle which concerns on this Embodiment. It is a flowchart which shows the control structure of the program performed with ECU mounted in the vehicle which concerns on this Embodiment. It is an alignment chart which shows operation | movement of the power transmission device mounted in the vehicle which concerns on this Embodiment. It is a timing chart which shows the change of SOC of the battery mounted in the vehicle which concerns on this Embodiment. It is a whole block diagram of vehicles concerning other composition.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, an overall block diagram of a vehicle 1 according to the present embodiment will be described. Vehicle 1 includes a transmission 8, an engine 10, an inverter 60, a rectifier 62, a battery 70, drive wheels 80, and an ECU (Electronic Control Unit) 200. Transmission 8 includes a damper mechanism 12, a generator 20, a motor generator (hereinafter referred to as MG) 30, a power transmission device 40, and a speed reducer 58.

  The vehicle 1 travels with the driving force output from the MG 30. MG 30 is a drive motor, and is, for example, a three-phase AC rotating electric machine. MG 30 is driven by inverter 60. The MG 30 has a function as a driving motor that applies driving force to the driving wheels 80 using at least one of the electric power stored in the battery 70 and the electric power generated by the generator 20. Further, MG 30 has a function as a generator for charging battery 70 via inverter 60 using electric power generated by regenerative braking.

  Inverter 60 converts the DC power stored in battery 70 into AC power for driving MG 30 and outputs the AC power to MG 30. Thereby, MG 30 is driven using the electric power stored in battery 70. Inverter 60 also converts AC power generated by MG 30 into DC power and supplies it to battery 70. Thereby, the battery 70 is charged using the electric power generated by the MG 30. Inverter 60 is controlled based on control signal S <b> 2 from ECU 200.

  In addition to the inverter 60, a converter may be included. The converter may be provided between the inverter 60 and the battery 70. In this case, the DC power voltage of the battery 70 can be boosted and supplied to the inverter 60 using the converter, or the DC power voltage output from the inverter 60 can be stepped down and supplied to the battery 70. it can.

  The battery 70 is a power storage device and is a rechargeable DC power source. As the battery 70, for example, a secondary battery such as nickel metal hydride or lithium ion is used. The battery 70 may be charged using electric power supplied from an external power source (not shown) in addition to being charged using electric power generated by the MG 30 as described above. The battery 70 is not limited to a secondary battery, but may be a battery capable of generating a DC voltage, such as a capacitor, a solar battery, or a fuel battery.

  The power transmission device 40 transmits the driving force output from the MG 30 to the speed reducer 58. The power transmission device 40 mechanically couples each of the three elements of the rotating shaft of the MG 30, the rotating shaft of the generator 20, and the brake 48 that is a friction engagement element.

  Specifically, the power transmission device 40 is a planetary gear mechanism that includes a sun gear 50, a pinion gear 52, a carrier 54, and a ring gear 56. Pinion gear 52 meshes with each of sun gear 50 and ring gear 56. The carrier 54 supports the pinion gear 52 so as to be capable of rotating, and is connected to a brake 48 provided in the transmission 8.

  Sun gear 50 is connected to rotating shaft 22 of generator 20 connected to crankshaft 16 that is the output shaft of engine 10. Ring gear 56 is connected to rotating shaft 32 of MG 30. A reduction gear 58 is connected between the ring gear 56 and the rotating shaft 32 of the MG 30. Drive wheels 80 are connected to the speed reducer 58.

  The reducer 58 transmits the power transmitted from the MG 30 via the power transmission device 40 to the drive wheels 80. Reducer 58 decelerates the rotational speed of rotating shaft 32 of MG 30 and transmits it to drive wheels 80. The reduction gear 58 transmits the reaction force from the road surface received by the drive wheels 80 to the MG 30 via the power transmission device 40. Reducer 58 includes, for example, a first gear connected to the drive shaft of drive wheel 80 and a second gear provided on ring gear 56. The first gear and the second gear may be directly meshed with each other, or a third gear or a gear group that meshes with the first gear and the second gear may be interposed.

  The brake 48 is switched from one of the released state and the engaged state to the other state by the operation of the actuator 46. The actuator 46 operates based on a control signal S3 from the ECU 200.

  The actuator 46 may be a hydraulic actuator for switching the brake 48 from one of the engaged state and the released state to the other using hydraulic pressure. In this case, the actuator 46 includes a hydraulic circuit for supplying hydraulic pressure to the brake 48 and a pump for generating hydraulic pressure. The hydraulic circuit includes an electromagnetic valve for adjusting the hydraulic pressure of the brake 48. Alternatively, the actuator 46 may be an electric actuator for electrically switching the brake 48 from one of the engaged state and the released state to the other.

  When the engine 10 is not started, the ECU 200 controls the actuator 46 so that the brake 48 is released. Further, when starting the engine 10, the ECU 200 controls the actuator 46 so that the brake 48 is engaged until the start of the engine 10 is completed. The ECU 200 controls the actuator 46 so that the brake 48 is released again after the start of the engine 10 is completed.

  When the brake 48 is in the released state, no driving force is transmitted between the ring gear 56 and the sun gear 50. On the other hand, when the brake 48 is engaged, the rotation of the carrier 54 is restricted. Therefore, driving force is transmitted between the ring gear 56 and the sun gear 50. For example, the driving force of MG 30 is transmitted to rotating shaft 22 of generator 20 and crank shaft 16 of engine 10 via ring gear 56 and sun gear 50.

  The engine 10 is, for example, an internal combustion engine such as a gasoline engine or a diesel engine. The engine 10 includes a plurality of cylinders 102. The number of cylinders 102 is not limited to a plurality and may be one. The engine 10 controls the fuel injection amount, fuel injection timing, ignition timing, throttle valve opening, and the like based on a control signal S1 from the ECU 200.

  The crankshaft of engine 10 is connected to the rotating shaft of generator 20 with damper mechanism 12 interposed. Therefore, the power generated by the engine 10 is transmitted to the generator 20. The damper mechanism 12 absorbs torque fluctuation during power transmission between the engine crankshaft and the rotating shaft of the generator 20.

  Generator 20 is, for example, a three-phase AC rotating electric machine. The generator 20 generates AC power using the power of the engine 10. The generator 20 outputs the generated AC power to the rectifier 62.

  The rectifier 62 rectifies the AC power generated by the generator 20 into DC power. The rectifier 62 is a three-phase bridge circuit using a plurality of diodes D1-D6, for example, as shown in FIG.

  As shown in FIG. 2, input voltages whose phases are different by 120 degrees from the generator 20 are input to the rectifier 62 as U-phase voltage, V-phase voltage, and W-phase voltage. Rectifier 62 includes a diode rectifier circuit 64 and a smoothing capacitor 66.

  The diode rectifier circuit 64 includes six diodes D1-D6 connected in a three-phase bridge. The diode rectifier circuit 64 includes a pair of diodes D1 and D2, a pair of diodes D3 and D4, and a pair of diodes D5 and D6 connected in series between the first output terminal 68 and the second output terminal 69. Including.

  The anode of diode D 1 and the cathode of diode D 2 are connected to the output terminal of the U-phase voltage of generator 20. The anode of diode D3 and the cathode of diode D4 are connected to the V-phase voltage output terminal of generator 20. The anode of diode D5 and the cathode of diode D6 are connected to the output terminal of the W-phase voltage of generator 20.

  The cathodes of the diodes D1, D3, and D5 are connected to the first output terminal 68. The anodes of the diodes D2, D4 and D6 are connected to the second output terminal 69. One end of the smoothing capacitor 66 is connected to the first output terminal 68. The other end of the smoothing capacitor 66 is connected to the second output terminal 69.

  The rectifier 62, the battery 70, and the inverter 60 are connected in parallel to each other. The DC power rectified by the rectifier 62 is supplied to at least one of the battery 70 and the inverter 60.

  ECU 200 is connected to engine speed sensor 11, resolver 13, wheel speed sensor 14, battery temperature sensor 156, current sensor 158, and voltage sensor 160.

  The engine rotation speed sensor 11 is provided at a position facing the crankshaft 16 of the engine 10. The engine rotation speed sensor 11 detects the rotation speed Ne (hereinafter referred to as engine rotation speed) Ne of the crankshaft 16 of the engine 10. The engine rotation speed sensor 11 transmits a signal indicating the detected engine rotation speed Ne to the ECU 200.

  The resolver 13 is provided in the MG 30. The resolver 13 detects the rotational speed Nm of the MG 30. The resolver 13 transmits a signal indicating the detected rotation speed Nm to the ECU 200.

  The wheel speed sensor 14 detects the rotational speed Nw of the drive wheel 80. The wheel speed sensor 14 transmits a signal indicating the detected rotation speed Nw to the ECU 200. ECU 200 calculates vehicle speed V based on the received rotational speed Nw. ECU 200 may calculate vehicle speed V based on rotation speed Nm of MG 30 instead of rotation speed Nw.

  Battery temperature sensor 156 detects battery temperature TB of battery 70. Battery temperature sensor 156 may send a signal indicating detected battery temperature TB to ECU 200.

  Current sensor 158 detects current IB of battery 70. Current sensor 158 transmits a signal indicating detected current IB to ECU 200.

  Voltage sensor 160 detects voltage VB of battery 70. Voltage sensor 160 transmits a signal indicating detected voltage VB to ECU 200.

  ECU 200 generates a control signal S1 for controlling engine 10, and outputs the generated control signal S1 to engine 10. In addition, ECU 200 generates a control signal S2 for controlling inverter 60 and outputs the generated control signal S2 to inverter 60. Further, the ECU 200 generates a control signal S3 for controlling the actuator 46, and outputs the generated control signal S3 to the actuator 46.

  ECU 200 calculates a required driving force corresponding to the amount of depression of an accelerator pedal (not shown) provided in the driver's seat. ECU 200 calculates a torque command value for MG 30 according to the calculated required driving force. ECU 200 controls inverter 60 so as to realize the calculated torque command value in MG 30.

  In addition, when the vehicle 1 is decelerated, the ECU 200 performs regenerative braking with the MG 30 driven by the rotation of the drive wheels 80 functioning as a generator. The AC power recovered by regenerative braking is converted to DC power using the inverter 60 and stored in the battery 70.

  ECU 200 estimates an SOC (State of Charge) indicating the remaining capacity of battery 70 based on current IB of battery 70, voltage VB, and battery temperature TB. ECU 200 estimates, for example, OCV (Open Circuit Voltage) based on current IB, voltage VB, and battery temperature TB, and estimates the SOC of battery 70 based on the estimated OCV and a predetermined map. Also good. Alternatively, ECU 200 may estimate the SOC of battery 70 by, for example, integrating the charging current and discharging current of battery 70.

  When power generation using generator 20 is required, ECU 200 starts engine 10 that is a power source of generator 20 and starts power generation using generator 20. When the power generation using the generator 20 is required, the case where the SOC of the battery 70 is lower than the threshold SOC (0) is included.

  That is, ECU 200 starts engine 10 when the SOC of battery 70 falls below threshold value SOC (0). The generator 20 generates AC power when the engine 10 is started. The rectifier 62 rectifies the AC power generated by the generator 20 into DC power. The electric power rectified by the rectifier 62 is supplied to at least one of the inverter 60 and the battery 70.

  When starting the engine 10, the ECU 200 mounted on the vehicle 1 having the above-described configuration controls the actuator 46 so that the brake 48 of the power transmission device 40 is switched from the released state to the engaged state. The ECU 200 controls the actuator 46 so that the brake 48 maintains the engaged state until the start of the engine 10 is completed. Furthermore, when the start of the engine 10 is completed, the ECU 200 controls the actuator 46 so that the brake 48 is switched from the engaged state to the released state.

  FIG. 3 shows a functional block diagram of ECU 200 mounted on vehicle 1 according to the present embodiment. ECU 200 includes a request determination unit 202, an engagement control unit 204, a rotation speed determination unit 206, a start control unit 208, a completion determination unit 210, and a release control unit 212.

  The request determination unit 202 determines whether power generation is requested based on the state of the vehicle 1. For example, the request determination unit 202 determines that power generation is requested when the SOC of the battery 70 is lower than the threshold SOC (0). Request determining unit 202 may determine threshold value SOC (0) based on battery temperature TB and a predetermined map.

  In the present embodiment, request determination unit 202 determines whether or not power generation is requested based on the SOC of battery 70, but the determination is not particularly limited to the SOC of battery 70. For example, the request determination unit 202 may determine that power generation is requested when the travel distance of the vehicle 1 after charging exceeds a threshold value. Alternatively, the request determination unit 202 may determine that power generation is requested when the travel time of the vehicle 1 after completion of charging exceeds a threshold value.

  Further, for example, the request determination unit 202 may turn on the request determination flag when it is determined that power generation is requested.

  The engagement control unit 204 controls the actuator 46 so that the brake 48 switches from the released state to the engaged state when the request determining unit 202 determines that power generation is requested. The engagement control unit 204 controls the actuator 46 so that the brake 48 is engaged by increasing the engagement force by a predetermined increase amount.

  The magnitude of the predetermined increase amount may be a first increase amount determined so that the brake 48 is engaged within a predetermined time after it is determined that power generation is required, or the transmission 8 May be the upper limit (second increase amount) of the range of the increase amount that suppresses the occurrence of shock, and is determined by selecting the smaller one of the first increase amount and the second increase amount. Also good.

  Note that the engagement control unit 204 may control the actuator 46 so that, for example, the brake 48 is switched from the released state to the engaged state when the request determination flag is in the on state.

  The rotational speed determination unit 206 determines whether or not the engine rotational speed Ne is equal to or higher than a threshold value Ne (0). The threshold value Ne (0) is the number of revolutions at which the engine 10 can perform the initial explosion. The threshold value Ne (0) may be a predetermined value. Alternatively, the threshold value Ne (0) may be a rotational speed set according to the traveling state of the vehicle 1 such as the outside air temperature, the road surface gradient, or the traveling position of the vehicle 1. For example, when it is determined that the engine rotation speed Ne is equal to or higher than the threshold value Ne (0), the rotation speed determination unit 206 may turn on the rotation speed determination flag.

  The start control unit 208 is a case where the request determination unit 202 determines that power generation is requested, and the engine speed Ne is greater than or equal to a threshold value Ne (0) by the rotation speed determination unit 206. If it is determined, the engine 10 is started. The start control includes, for example, throttle valve opening control, fuel injection control, and ignition control. The throttle valve opening control is a control for adjusting the throttle valve opening of the engine 10 so as to be a predetermined opening. The fuel injection control is control for injecting fuel into the intake passage or the cylinder of the engine 10 based on the rotation angle of the crankshaft of the engine 10. The ignition control is control for igniting using a spark plug based on the rotation angle of the crankshaft of the engine 10.

  Note that the start control unit 208 may execute start control of the engine 10 when, for example, both the request determination flag and the rotation speed determination flag are on.

  The completion determination unit 210 determines whether or not the engine 10 has been started. For example, when it is determined that the engine speed is equal to or higher than the threshold value Ne (1), the completion determination unit 210 determines that the engine 10 has been started. The threshold value Ne (1) is a value equal to or greater than the threshold value Ne (0). Note that the completion determination unit 210 may turn on the completion determination flag when it is determined that the start of the engine 10 is completed, for example. Further, the completion determination unit 210 may determine whether or not the engine 10 has been started after a predetermined time has elapsed since the start control of the engine 10 was executed. The predetermined time is a time required for starting control of the engine 10.

  The release control unit 212 controls the actuator 46 so that the brake 48 is switched from the engaged state to the released state when the completion determining unit 210 determines that the start of the engine 10 is completed. The release control unit 212 controls the actuator 46 so that the engagement force is decreased by a predetermined decrease amount so that the brake 48 is released.

  The magnitude of the predetermined reduction amount may be a first reduction amount that is determined so that the brake 48 is released within a predetermined time after it is determined that the start is completed. It may be the upper limit (second reduction amount) of the range of the reduction amount that suppresses the occurrence, and it is determined by selecting the smaller one of the first reduction amount and the second reduction amount. Also good.

  Note that the release control unit 212 may control the actuator 46 so that the brake 48 switches from the engaged state to the released state, for example, when the completion determination flag is in the on state.

  In the present embodiment, the request determination unit 202, the engagement control unit 204, the rotation speed determination unit 206, the start control unit 208, the completion determination unit 210, and the release control unit 212 are all CPUs of the ECU 200. Is described as functioning as software realized by executing a program stored in a memory, but may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

  With reference to FIG. 4, a control structure of a program executed by ECU 200 mounted on vehicle 1 according to the present embodiment will be described.

  In step (hereinafter, step is referred to as S) 100, ECU 200 determines whether or not there is a request for power generation. If there is a request for power generation (YES in S100), the process proceeds to S102. If not (NO in S100), the process returns to S100.

  In S102, ECU 200 controls actuator 46 so that brake 48 is engaged. In S104, ECU 200 determines whether engine rotation speed Ne is equal to or higher than threshold value Ne (0). If engine speed Ne is equal to or higher than threshold value Ne (0) (YES in S104), the process proceeds to S106. If not (NO in S104), the process returns to S104.

  In S106, ECU 200 executes start control of engine 10. In S108, ECU 200 determines whether or not engine 10 has been started. If engine 10 has been started (YES in S108), the process proceeds to S110. If not (NO in S108), the process returns to S108.

  In S110, ECU 200 controls actuator 46 so that brake 48 is in the released state.

  The operation of ECU 200 mounted on vehicle 1 according to the present embodiment based on the above-described structure and flowchart will be described with reference to FIGS. 5 and 6.

  FIG. 5 is a collinear diagram showing the relationship among the rotational speed Ns of the sun gear 50, the rotational speed Nc of the carrier 54, and the rotational speed Nr of the ring gear 56 of the power transmission device 40. As shown in FIG. 5, the rotational speed Nr of the ring gear 56, the rotational speed Nc of the carrier 54, and the rotational speed Ns of the sun gear 50 are connected by a straight line. Further, FIG. 6 is a timing chart showing a change in the SOC of the battery 70.

  As shown in FIG. 6, if the SOC of battery 70 is greater than threshold value SOC (0) during the period until time T (0), no power generation is requested (NO in S100). ), The engine 10 is maintained in a stopped state. Therefore, as shown by the solid line in FIG. 5, the rotational speed Ns of the sun gear 50 connected to the crankshaft 16 of the engine 10 is zero.

  When the vehicle 1 is traveling, the rotation speed Nr of the ring gear 56 coupled to the rotation shaft 32 of the MG 30 is the rotation speed Nr (0) corresponding to the speed V of the vehicle 1. Since the brake 48 is in the released state, the rotation of the carrier 54 of the power transmission device 40 is not limited. Therefore, the rotation speed Nc of the carrier 54 is determined by the gear ratio and the like because the rotation speed Nr of the ring gear 56 is Nr (0) and the rotation speed Ns of the sun gear 50 is zero. It becomes.

  Returning to FIG. 6, when the SOC of battery 70 becomes equal to or lower than threshold value SOC (0) at time T (0), it is determined that power generation is requested (YES in S100). The actuator 46 is controlled so that the brake 48 is switched from the released state to the engaged state (S102).

  When the engagement force of the brake 48 is increased by the control of the actuator 46, the rotation of the carrier 54 of the power transmission device 40 is limited by the brake 48. When the brake 48 is engaged, the rotational speed Nc of the carrier 54 of the power transmission device 40 becomes zero, as shown by the broken line in FIG. When the rotation of the carrier 54 stops, the carrier 54 becomes a reaction force element, and the driving force is transmitted between the sun gear 50 and the ring gear 56. Therefore, the reaction force received from the road surface via the power of MG 30 or the speed reducer 58 is transmitted to the crankshaft 16 of the engine 10. Therefore, the rotation speed Ns of the sun gear 50 starts to increase.

  As indicated by the broken line in FIG. 5, since the rotational speed Ns of the sun gear 50 (that is, the engine rotational speed Ne) is equal to or higher than the threshold value Ne (0) (YES in S104), the engine 10 is started. (S106).

  After the throttle valve opening control, the fuel injection control, and the ignition control are executed as the start control of the engine 10, the start of the engine 10 is completed when the engine speed Ne is equal to or greater than the threshold value Ne (1). (YES in S108). Therefore, the actuator 46 is controlled so that the brake 48 is switched from the engaged state to the released state (S110).

  When the brake 48 is switched from the engaged state to the released state, the restriction on the rotation of the carrier 54 is released. Therefore, since the carrier 54 does not function as a reaction force element, power is not transmitted between the ring gear 56 and the sun gear 50.

  When the engine 10 is started, the AC power generated by the generator 20 is rectified to DC power by the rectifier 62 and supplied to the battery 70 or the inverter 60. Therefore, the battery 70 is charged with the DC power from the rectifier 62 or the DC power from the rectifier 62 is supplied to the inverter 60 according to the traveling state of the vehicle 1. Therefore, the input / output amount of power in the battery 70 is reduced. As a result, as shown in FIG. 6, after time T (0), the amount of decrease in SOC of battery 70 is compared with the amount of decrease in SOC before time T (0). Become smaller. Therefore, while the engine 10 is operating, the vehicle 1 continues to travel using the power of the battery 70 and the power generated by the generator 20.

  Note that the vehicle 1 can continue to travel using the electric power generated by the generator 20 when the engine 10 is started. As a result, when the power generation using the generator 20 is not performed as shown by the broken line in FIG. 6, the time to decrease to SOC (1) is time T (1), whereas the engine 10 is started. The time to decrease to SOC (1) is time T (2) after time T (1).

  As described above, according to the vehicle according to the present embodiment, the engine 10 can be started by rotating the crankshaft 16 of the engine 10 by engaging the brake 48 while the vehicle is running. Therefore, it is not necessary to mount a starter in addition to the MG 30 and the generator 20. Furthermore, since it is not necessary for the generator 20 to function as a starter, there is no need to provide an inverter between the generator 20 and the battery 70. As a result, an increase in production cost and weight of the vehicle 1 can be suppressed. Therefore, it is possible to provide a hybrid vehicle capable of starting the engine without using a starter in a vehicle equipped with a drive motor, a generator, and an engine serving as a power source for the generator.

  Furthermore, in the present embodiment, the power transmission device 40 has been described as including a set of planetary gear mechanisms, but is not particularly limited thereto. For example, the power transmission device 40 may include two sets of planetary gear mechanisms as shown in FIG.

  The power transmission device 40 of the vehicle 1 shown in FIG. 7 includes a first planetary gear mechanism 41 and a second planetary gear mechanism 42. The first planetary gear mechanism 41 includes a first sun gear 50, a first pinion gear 52, a first carrier 54, and a first ring gear 56. The first sun gear, the first pinion gear 52, the first carrier 54, and the first ring gear 56 of the first planetary gear mechanism 41 have the same configurations as the sun gear 50, the pinion gear 52, the carrier 54, and the ring gear 56 described with reference to FIG. And are given the same reference numerals. Therefore, the detailed description is not repeated.

  Second planetary gear mechanism 42 includes a second sun gear 250, a second pinion gear 252, a second carrier 254, and a second ring gear 256. Second pinion gear 252 meshes with each of second sun gear 250 and second ring gear 256. The second carrier 254 is fixed to the transmission 8 while supporting the second pinion gear 252 so as to be capable of rotating.

  Second sun gear 250 is connected to rotation shaft 32 of MG 30. The second ring gear 256 is connected to the first ring gear 56 of the first planetary gear mechanism 41.

  In the vehicle 1 shown in FIG. 7, the point that the rotation of the rotation shaft 32 of the MG 30 is decelerated by the second planetary gear mechanism 42 and transmitted to the first planetary gear mechanism 41 or the speed reducer 58 is the same as that of the vehicle 1 shown in FIG. Different from operation. Other operations of the vehicle 1 shown in FIG. 7 are the same as those of the vehicle 1 shown in FIG. Therefore, the detailed description is not repeated.

  Therefore, the vehicle 1 shown in FIG. 7 has the same effects as the vehicle 1 shown in FIG.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 1 Vehicle, 8 Transmission, 10 Engine, 11 Engine rotational speed sensor, 12 Damper mechanism, 13 Resolver, 14 Wheel speed sensor, 16 Crankshaft, 20 Generator, 22, 32 Rotating shaft, 40 Power transmission device, 41, 42 Planetary gear Mechanism, 46 Actuator, 48 Brake, 50,250 Sun gear, 52,252 Pinion gear, 54,254 Carrier, 56,256 Ring gear, 58 Reducer, 60 Inverter, 62 Rectifier, 70 Battery, 80 Drive wheel, 102 Cylinder, 156 battery temperature sensor, 158 current sensor, 160 voltage sensor, 200 ECU, 202 request determination unit, 204 engagement control unit, 206 rotation speed determination unit, 208 start control unit, 210 completion determination unit, 212 release control unit.

Claims (5)

A drive motor coupled to the wheels;
A generator for generating AC power;
An internal combustion engine as a power source of the generator;
The rotation is restricted when the first sun gear connected to the output shaft of the internal combustion engine and the friction engagement element are engaged, and the rotation restriction is released when the friction engagement element is released. A first planetary gear mechanism including a first carrier and a first ring gear coupled to the drive motor;
A power storage device that is a DC power supply;
An inverter for converting the DC power supplied from the power storage device into the AC power and outputting it to the driving motor;
A rectifier for rectifying the AC power generated by the generator into the DC power and outputting the rectified power to at least one of the power storage device and the inverter;
When power generation using the generator is required, the output of the internal combustion engine is controlled by controlling the engagement force of the friction engagement element so that the friction engagement element is in the engagement state during traveling. and a control unit for starting the internal combustion engine by rotating the shaft seen including,
The generator is a hybrid vehicle connected to the output shaft of the internal combustion engine .   The hybrid vehicle according to claim 1, wherein the rectifier includes a rectifier circuit using a diode.   The control unit determines that the power generation using the generator is required when the remaining capacity of the power storage device is smaller than a threshold value, so that the friction engagement element is in the engaged state. The hybrid vehicle according to claim 1, wherein the engagement force of the friction engagement element is controlled and the internal combustion engine is started.   2. The hybrid vehicle according to claim 1, wherein the control unit controls the engagement force of the friction engagement element so that the friction engagement element is in the released state after the start of the internal combustion engine is completed. The hybrid vehicle includes a second planetary gear mechanism that includes a second sun gear that is directly coupled to a rotation shaft of the drive motor, a second carrier that is restricted in rotation, and a second ring gear that is directly coupled to the first ring gear. The hybrid vehicle according to claim 1, further comprising:

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