JP4100352B2 - Power output device and automobile equipped with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To output motive power derived from an internal combustion engine to a drive shaft with high efficiency. <P>SOLUTION: While an output shaft of an engine 22 is coupled with a carrier 34 of a power input/output mechanism 30, a rotating shaft of a motor MG1 is coupled with a sun gear 31. While an rotating shaft of a motor MG2 is coupled with a ring gear 32, the rotating shaft is also coupled with drive wheels 39a, 39b. and a rotating shaft of a motor MG3 is coupled with the output shaft of the engine 22 to be integrally rotatable. When the rotative direction of the motor MG1 is the same as the rotative direction of the engine 22, the motors MG1, MG2 are controlled in their operations in a state that regenerated power by the motor MG1 is supplied to the motor MG2, and when the rotative direction of the motor MG1 is reverse to the rotative direction of the engine 22, the motors MG3, MG1 are controlled in their operations in a state that regenerated power by the motor MG3 is supplied to the motor MG1. Hereby, it is possible to avoid energy circulation and enhance the energy efficiency of the entire apparatus. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

  The present invention relates to a power output device and a vehicle equipped with the same, and more particularly to a power output device that outputs power to a drive shaft and a vehicle equipped with the same.

  Conventionally, as this kind of power output device, an engine, a planetary gear connected to the output shaft of the engine, a first motor connected to the planetary gear, and also connected to the planetary gear and connected to the drive shaft A thing provided with the 2nd motor is proposed. In this apparatus, the motive power output from the engine can be torque-converted by the first motor and the second motor and output to the drive shaft. At this time, if the engine is operated at an efficient operating point, the energy efficiency of the entire apparatus can be improved.

  In such a power output apparatus, there is a case where energy is regenerated by the second motor using the power output from the engine and the first motor is powered to output power to the drive shaft, thereby deteriorating the efficiency. is there.

  As a technique for solving at least a part of the above-mentioned problems, the present applicant combines the output shaft of the engine, the drive shaft, and the rotation shaft of the first motor with a planetary gear, and the rotation shaft of the second motor is used. The first clutch is connected to the output shaft of the engine and the second clutch is connected to the drive shaft. When the rotational speed of the drive shaft is larger than the rotational speed of the engine, the first clutch is turned on and the second clutch Is turned off, and when the rotational speed of the drive shaft is smaller than the rotational speed of the engine, the first clutch is turned off and the second clutch is turned on, so that energy circulation is established between the first motor and the second motor. A technique for preventing the occurrence is proposed (see Patent Document 1).

Japanese Patent Laid-Open No. 11-332018 (FIG. 1)

  Thus, it is considered as an important issue to prevent the energy circulation of the power output device to further improve the energy efficiency of the entire device, and further improvement or application to a power output device having a different configuration is required. Yes.

  The power output device of the present invention and a vehicle equipped with the power output device have an object of further improving energy efficiency by preventing energy circulation between the first rotating electrical machine and the second rotating electrical machine. Another object of the power output device of the present invention and a vehicle equipped with the power output device is to suppress vibrations in the vehicle when the internal combustion engine is started or stopped. Furthermore, a power output device of the present invention and a vehicle equipped with the power output device have an object of maintaining the driving force output to the drive shaft when the internal combustion engine is started or stopped. Another object of the power output apparatus of the present invention and the automobile on which the power output apparatus is mounted is to reduce the size of the apparatus.

  In order to achieve at least a part of the above-described object, the power output apparatus of the present invention and the automobile equipped with the same have adopted the following means.

The first power output device of the present invention comprises:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first rotating electric machine capable of generating electricity;
A first shaft connected to the output shaft of the internal combustion engine, a second shaft connected to the rotary shaft of the first rotating electrical machine, and a third shaft connected to the drive shaft, and 3-axis power input / output means for determining the power input / output to / from the remaining one axis when the power input / output to / from any two of the three axes is determined;
A second rotating electrical machine connected to the drive shaft;
A third rotating electrical machine capable of generating electricity connected to the output shaft of the internal combustion engine or the first shaft;
The gist of the invention is that the power system includes a power system connected to be able to exchange power between the first rotating electrical machine, the second rotating electrical machine, and the third rotating electrical machine.

  In the first power output device of the present invention, the power output from the internal combustion engine is output to the drive shaft via the first rotating electrical machine and the second rotating electrical machine, or the power output from the internal combustion engine is output. Since it is possible to output to the drive shaft via the third rotating electrical machine and the first rotating electrical machine, it is possible to avoid the occurrence of energy circulation and further improve the energy efficiency of the entire apparatus. It becomes possible to make it.

  In such a first power output apparatus of the present invention, the internal combustion engine is based on the rotational state of the rotating shaft of the first rotating electrical machine or the rotating state of the second shaft connected to the rotating shaft of the first rotating electrical machine. Operation control means for controlling operation of the engine, the first rotating electrical machine, the second rotating electrical machine, and the third rotating electrical machine may be provided. In this aspect of the first power output apparatus of the present invention, the operation control means includes a first shaft in which a second shaft connected to the rotating shaft of the first rotating electrical machine is connected to the output shaft of the internal combustion engine. When the motor rotates in the same direction as the shaft, the required power is output to the drive shaft by torque-converting the power output from the internal combustion engine by the first rotating electrical machine and the second rotating electrical machine. Operation control of the internal combustion engine, the first rotating electrical machine and the second rotating electrical machine is performed, and a second shaft connected to a rotating shaft of the first rotating electrical machine is connected to an output shaft of the internal combustion engine. When rotating in the opposite direction to the first shaft, the required power is output to the drive shaft by converting the power from the internal combustion engine by the third rotating electrical machine and the first rotating electrical machine. The internal combustion engine and the first rotating electric machine It may be assumed to be a unit that controls the operation of the said third rotating electric machine. In this way, it is possible to more appropriately avoid the occurrence of energy circulation, and the energy efficiency of the entire apparatus can be further improved. In this aspect of the first power output apparatus of the present invention, the operation control means includes a first shaft in which a second shaft connected to the rotating shaft of the first rotating electrical machine is connected to the output shaft of the internal combustion engine. When the first rotating electrical machine rotates in the same direction as that of the first rotating electrical machine, the first rotating electrical machine is controlled to be regeneratively operated and the second rotating electrical machine is powered to operate using the regenerated electric power. When the second shaft connected to the shaft rotates in the opposite direction to the first shaft connected to the output shaft of the internal combustion engine, the third rotating electrical machine is regeneratively operated and the regenerated electric power is used. The first rotating electrical machine may be a means for controlling the operation so as to perform a power running operation.

  Further, in the first power output device of the present invention, the operation control means is driven by the third rotating electrical machine when the start of the internal combustion engine is instructed or when the stop of the internal combustion engine is instructed. Starting the motor by motoring the internal combustion engine, or stopping the operation of the internal combustion engine and controlling the operation of the internal combustion engine and the third rotary electric machine so that the rotation of the internal combustion engine is stopped by the third rotating electrical machine. It can also be a means to do. In this way, it is possible to reduce or eliminate vehicle vibrations and torque shocks to the drive shaft that may occur when the internal combustion engine is started or stopped. In this aspect of the first power output apparatus of the present invention, the operation control means may be means for controlling the operation of the second rotating electric machine so that the required power is output to the drive shaft. . By doing so, it is possible to drive the second rotating electrical machine while starting the internal combustion engine by driving the third rotating electrical machine and output the required power to the drive shaft. Further, since the occurrence of torque shock on the drive shaft when the internal combustion engine is started by the third rotating electrical machine is reduced, the required power can be smoothly output to the drive shaft by the second rotating electrical machine.

  Furthermore, in the first power output apparatus of the present invention, the rotating shaft of the third rotating electrical machine may be connected to rotate integrally with the output shaft of the internal combustion engine. If it carries out like this, the transmission efficiency of the motive power exchanged between an internal combustion engine and a 3rd rotary electric machine can be improved.

  In the first power output apparatus of the present invention, the rotating shaft of the third rotating electrical machine may be connected to the output shaft of the internal combustion engine via a belt, gear, or chain. In this way, the third rotating electrical machine can be mounted in an empty space in the apparatus, so that the entire apparatus can be reduced in size.

The second power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first rotating electric machine capable of generating electricity;
A first shaft connected to the output shaft of the internal combustion engine; a second shaft connected to the first rotating electrical machine; and a third shaft connected to the drive shaft. A three-axis power input / output means for determining the power input / output to / from the remaining one axis when the power input / output to / from any of the two axes is determined;
A second rotating electrical machine;
First connection release means capable of connecting and disconnecting the rotating shaft of the second rotating electrical machine and the output shaft of the internal combustion engine;
Second connection release means capable of connecting and disconnecting the rotary shaft of the second rotating electrical machine and the drive shaft;
The first connection release means and the second connection release based on the rotating state of the rotating shaft of the first rotating electrical machine or the rotating state of the second shaft connected to the rotating shaft of the first rotating electrical machine Connection control means for controlling the means;
The internal combustion engine and the first rotating electrical machine so that the required power is output to the drive shaft by performing torque conversion of the power output from the internal combustion engine by the first rotating electrical machine and the second rotating electrical machine. And an operation control means for controlling the operation of the second rotating electrical machine,
It is a summary to provide.

  In the second power output apparatus of the present invention, the rotating shaft of the second rotating electrical machine and the output shaft of the internal combustion engine can be connected or disconnected by the first disconnection means, and the second Since the rotation shaft and the drive shaft of the rotating electrical machine can be connected and disconnected by the second connection release means, energy circulation between the first rotating electrical machine and the second rotating electrical machine is avoided. Thus, the energy efficiency of the entire apparatus can be further improved.

  In such a second power output apparatus of the present invention, the connection control means includes a first shaft in which a second shaft connected to the rotating shaft of the first rotating electrical machine is connected to the output shaft of the internal combustion engine. The first connection release means and the second connection so that the first connection release means is in the connection release state and the second connection release means is in the connection state. When the second shaft connected to the rotating shaft of the first rotating electrical machine rotates in the opposite direction to the first shaft connected to the output shaft of the internal combustion engine. The first connection release means and the second connection release means are drive-controlled so that one connection release means is connected and the second connection release means is connected. It can also be. By so doing, it is possible to more appropriately avoid the occurrence of energy circulation between the first rotating electrical machine and the second rotating electrical machine, and the energy efficiency of the entire apparatus can be further improved. In the second power output apparatus of the present invention according to this aspect, the operation control means includes a first shaft in which a second shaft connected to a rotating shaft of the first rotating electrical machine is connected to an output shaft of the internal combustion engine. When the first rotating electrical machine rotates in the same direction as that of the first rotating electrical machine, the first rotating electrical machine is controlled to be regeneratively operated and the second rotating electrical machine is powered to operate using the regenerated electric power. When the second shaft connected to the shaft rotates in the direction opposite to the first shaft connected to the output shaft of the internal combustion engine, the second rotating electrical machine is regeneratively operated and the regenerated electric power is used. It may be a means for controlling the first rotating electrical machine to perform a power running operation.

Further, in the second power output apparatus of the present invention, the connection control means is connected to the first connection release means when the start of the internal combustion engine is instructed or the stop of the internal combustion engine is instructed. Means for driving and controlling the first connection release means and the second connection release means so that the second connection release means is brought into a connection release state.
The operation control means is configured to drive the second rotating electrical machine when the first connection release means is connected to the connection control means and the second connection release means is disconnected. Start the motor by motoring the internal combustion engine, or stop the operation of the internal combustion engine and control the operation of the internal combustion engine and the second rotary electric machine to stop the rotation of the internal combustion engine by the second rotary electric machine It can also be a means to do. In this way, it is possible to reduce or eliminate vehicle vibrations and torque shocks to the drive shaft that may occur when starting or stopping the internal combustion engine.

  In the first power output apparatus of the present invention, the three-shaft power input / output means is connected to the output shaft of the internal combustion engine via a damper, and the third rotating electrical machine is connected to the damper via the damper. Instead, it may be connected to the output shaft of the internal combustion engine. Here, the first rotating electric machine may be configured as a high torque type electric motor as compared with the third rotating electric machine.

  In the first power output device of the present invention in which the third rotating electrical machine is connected to the output shaft of the internal combustion engine without a damper, the rotational speed detection means for detecting the rotational speed of the internal combustion engine, and the internal combustion engine When the start of the engine is instructed, the first rotating electrical machine is stopped and the third rotating electrical machine is stopped when at least the rotational speed of the internal combustion engine detected by the rotational speed detecting means is within a predetermined rotational speed range. Start control for controlling the operation of the first rotating electrical machine, the second rotating electrical machine, and the third rotating electrical machine so that the internal combustion engine is motored and for controlling the internal combustion engine to start. It is also possible to provide hourly operation control means. If the predetermined rotational speed region is a region including the rotational speed region in which the resonance phenomenon of the system composed of the internal combustion engine, the damper, and the first rotating electrical machine can occur, the resonance phenomenon when the internal combustion engine passes through this rotational speed region The vibration of the vehicle can be suppressed. In the first power output apparatus of the present invention according to this aspect, when the start-up operation control means is instructed to start the internal combustion engine, the first rotating electric machine is stopped and the third rotating electric machine The first rotating electric machine and the third rotating electric machine are controlled so that the internal combustion engine is motored, and the rotational speed of the internal combustion engine detected by the rotational speed detection means exceeds the predetermined rotational speed range. The first rotating electrical machine, the third rotating electrical machine, and the third rotating electrical machine so that the third rotating electrical machine is stopped and the internal combustion engine is motored by the first rotating electrical machine to start the internal combustion engine. It may be a means for controlling the operation of the internal combustion engine. If the first rotating electric machine is configured as a high torque type electric motor as compared with the third rotating electric machine, the first rotating electric machine receives a relatively large torque due to the initial explosion when starting the internal combustion engine. Can do. Furthermore, in the first power output apparatus of the present invention of these aspects, the start-time operation control means operates the second rotating electrical machine so that a driving force corresponding to the required driving force is output to the driving shaft. It can also be a means for controlling. If it carries out like this, an internal combustion engine can be started, outputting the driving force corresponding to a required driving force to a drive shaft.

  Further, in the first power output apparatus in which the third rotating electrical machine is connected to the output shaft of the internal combustion engine without using a damper, the rotational speed detection means for detecting the rotational speed of the internal combustion engine, and the internal combustion engine When the stop of the engine is instructed, the operation of the internal combustion engine is controlled to stop the operation of the internal combustion engine, and at least when the rotational speed of the internal combustion engine detected by the rotational speed detection means is within a predetermined rotational speed range The first rotating electrical machine, the second rotating electrical machine, and the third rotating electrical machine are controlled for operation so that the first rotating electrical machine is stopped and the rotation of the internal combustion engine is stopped by the third rotating electrical machine. A stop operation control means may be provided. If the predetermined rotational speed region is a region including the rotational speed region in which the resonance phenomenon of the system composed of the internal combustion engine, the damper, and the first rotating electrical machine can occur, the resonance phenomenon when the internal combustion engine passes through this rotational speed region The vibration of the vehicle can be suppressed. In the first power output apparatus of the present invention according to this aspect, the stop operation control means controls the internal combustion engine to stop the operation of the internal combustion engine when an instruction to stop the internal combustion engine is given. When the first rotating electrical machine is operated and controlled to brake the rotation of the internal combustion engine by the first rotating electrical machine, and the rotational speed of the internal combustion engine detected by the rotational speed detecting means reaches a predetermined rotational speed range. And a means for controlling the operation of the first rotating electric machine and the third rotating electric machine so that the first rotating electric machine is stopped and the third rotating electric machine stops the rotation of the internal combustion engine. You can also If the first rotating electrical machine is configured as a high torque type electric motor as compared with the third rotating electrical machine, a relatively large torque required for braking the internal combustion engine immediately after the operation of the internal combustion engine is stopped is the first. Can be received by a rotating electric machine. Furthermore, in the first power output apparatus of the present invention of these aspects, the operation control means at the time of stop operates the second rotating electrical machine so that a driving force corresponding to the required driving force is output to the driving shaft. It can also be a means for controlling. If it carries out like this, an internal combustion engine can be stopped, outputting the driving force corresponding to a required driving force to a drive shaft.

  In the first power output device of the present invention in which the third rotating electrical machine is used when the rotational speed of the internal combustion engine is within a predetermined rotational speed range, the predetermined rotational speed region includes the internal combustion engine, the damper, and the It may be a region including a rotational speed region in which a resonance phenomenon can occur in a system including the first rotating electrical machine.

The third power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first rotating electric machine capable of generating electricity;
If the output shaft of the internal combustion engine, the rotating shaft of the first rotating electrical machine, and the driving shaft are connected to three axes, and the power input / output to / from any two of the three axes is determined, the remainder 3-axis power input / output means for determining the power input / output to / from one axis of
A second rotating electrical machine capable of inputting and outputting power to the drive shaft;
A third rotating electric machine capable of inputting / outputting power to / from the output shaft of the internal combustion engine;
Operating point setting means for setting an operating point to be operated by the internal combustion engine based on a required driving force required for the driving shaft;
Based on the set operating point and the driving force limit of the first rotating electrical machine, the target driving force of the first rotating electrical machine and the target driving force of the third rotating electrical machine are set and the requested driving is performed. Target driving force setting means for setting a target driving force of the second rotating electrical machine for outputting a driving force corresponding to a force to the driving shaft;
The internal combustion engine is controlled to operate at the set operating point, and the first rotating electric machine, the second rotating electric machine, and the third rotation are controlled by the set target driving force. The gist of the invention is that it comprises an operation control means for controlling the operation of the first rotating electric machine, the second rotating electric machine, and the third rotating electric machine so that the electric machine is operated.

  In the third power output apparatus of the present invention, an operating point to be operated by the internal combustion engine is set based on a required driving force required for the drive shaft, and the set operating point and the driving force limit of the first rotating electrical machine are set. Of the second rotating electric machine for setting the target driving force of the first rotating electric machine and the target driving force of the third rotating electric machine based on the above and outputting the driving force corresponding to the required driving force to the drive shaft. A target driving force is set, and operation control of the internal combustion engine, the first rotating electrical machine, the second rotating electrical machine, and the third rotating electrical machine is performed. Accordingly, the driving force corresponding to the required driving force can be output to the drive shaft by operating the internal combustion engine, the first rotating electric machine, the second rotating electric machine, and the third rotating electric machine within the range of the first driving force limit. Therefore, a relatively small one can be used as the first rotating electric machine. As a result, the apparatus can be reduced in size. Here, the first rotating electric machine may be configured as a high torque type electric motor as compared with the third rotating electric machine.

  In such a third power output apparatus of the present invention, the three-shaft power input / output means outputs power input from the internal combustion engine to the drive shaft by taking a reaction force from the first rotating electric machine. The target driving force setting unit is configured to limit a driving force of the first rotating electrical machine so that a reaction force to be handled by the first rotating electrical machine when the internal combustion engine is operated at the set operating point. The reaction force is set as the target driving force of the first rotating electric machine and the target driving force of the third rotating electric machine is set to the value 0, and the internal combustion engine is set at the set operating point. When the reaction force that should be handled by the first rotating electrical machine exceeds the driving force limit of the first rotating electrical machine when the first rotating electrical machine is operated, the reaction force that should be handled by the first rotating electrical machine is the drive of the first rotating electrical machine Within the limits of force limits A target driving force of the third rotating electrical machine is set, and a reaction force to be handled by the first rotating electrical machine when the third rotating electrical machine is operated with the set target driving force is set to the first rotating electrical machine. It can also be a means for setting as a target driving force.

  In the third power output apparatus of the present invention, the three-shaft power input / output means is connected to the output shaft of the internal combustion engine via a damper, and the third rotating electric machine includes the damper. It is also possible to connect to the output shaft of the internal combustion engine without going through.

  In the first or third power output device of the invention in which the third rotating electrical machine is connected to the output shaft of the internal combustion engine without going through a damper, the internal combustion engine, the three-shaft power input / output means, The first rotating electric machine, the second rotating electric machine, and the third rotating electric machine are arranged coaxially, and the third rotating electric machine is arranged concentrically on the outer periphery of the damper. It can also be. In this way, the length of the device in the axial direction can be suppressed, and the device can be miniaturized.

  Furthermore, in the first to third power output devices of the present invention, the power input from the rotating shaft of the second rotating electrical machine is interposed between the rotating shaft of the second rotating electrical machine and the drive shaft. A shift means for shifting and outputting to the drive shaft may be provided. If it carries out like this, a 2nd rotary electric machine can also be drive | operated more efficiently. Here, the “transmission means” includes not only a gear ratio that cannot be changed but also a gear ratio that can be changed.

  Moreover, it can also be comprised as a motor vehicle carrying the 1st thru | or 3rd power output device of this invention.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power input / output mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and a power input / output A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power input / output mechanism 30 via the transmission 60, and a generator capable of generating electricity connected to the crankshaft 26 of the engine 22 via the damper 28. A motor MG3 and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power input / output mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power input / output mechanism 30, the carrier 34 has a crankshaft 26 that forms the output shaft of the engine 22 and the rotation shaft of the motor MG 3, the sun gear 31 has a motor MG 1, and the ring gear 32 has a motor MG 2 through a transmission 60. Each is connected. The ring gear 32 is mechanically connected to the drive wheels 39a and 39b via a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the differential gear 38. The three shafts connected to the power input / output mechanism 30 when viewed as a drive system are connected to the output shaft of the engine 22 connected to the carrier 34 and the crankshaft 26 and the sun gear 31 that serve as the rotation shaft of the motor MG3. A ring gear shaft 32a as a drive shaft is connected to the sun gear shaft 31a and the ring gear 32, which are rotation shafts of the motor MG1, and mechanically connected to the drive wheels 39a and 39b.

  The motor MG1, the motor MG2, and the motor MG3 are each configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor. Communicate. The electric power line 54 connecting the inverters 41, 42, 43 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41, 42, 43, and generates power with any of the motors MG1, MG2, MG3. The electric power generated can be consumed by other motors. Therefore, the battery 50 is charged / discharged by electric power generated from the motors MG1, MG2, and MG3 or insufficient electric power. Note that the battery 50 is not charged / discharged if the power balance is balanced by the motor MG1, the motor MG2, and the motor MG3. The motors MG1, MG2, and MG3 are all driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1, MG2, and MG3, such as signals from rotational position detection sensors 44, 45, and 46 that detect the rotational positions of the rotors of the motors MG1, MG2, and MG3. A phase current applied to the motors MG1, MG2, and MG3 detected by a current sensor (not shown) is input, and a switching control signal to the inverters 41, 42, and 43 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1, Nm2, and Nm3 of the rotors of the motors MG1, MG2, and MG3 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 44, 45, and 46. The rotational speeds Nm1, Nm2, and Nm3 are determined by the motor MG1 being connected to the sun gear 31, the motor MG2 being connected to the ring gear 32, and the motor MG3 being connected to the crankshaft 26, so that the sun gear shaft 31a, the ring gear shaft 32a, the crankshaft The number of revolutions is 26. The motor ECU 40 communicates with the hybrid electronic control unit 70, and controls the driving of the motors MG 1, MG 2, MG 3 by the control signal from the hybrid electronic control unit 70 and operates the motors MG 1, MG 2, MG 3 as necessary. Data on the state is output to the hybrid electronic control unit 70.

  The transmission 60 is configured to decelerate the number of rotations of the rotation shaft 48 of the motor MG2 and transmit it to the ring gear shaft 32a. As shown in FIG. 1, the transmission 60 meshes with a sun gear 62 that is an external gear, a ring gear 64 that is an internal gear disposed concentrically with the sun gear 62, and the sun gear 62, and a plurality of gears that mesh with the ring gear 64. A pinion gear 66 and a carrier 68 that holds the plurality of pinion gears 66 so as to rotate and revolve freely are provided. The sun gear 62 is connected to the rotating shaft 48 of the motor MG2, and the ring gear 64 is connected to the ring gear shaft 32a. 68 is connected to the case of the motor MG2 so that its rotation is prohibited.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 detects the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the accelerator opening corresponding to the depression amount of the accelerator pedal 83. The accelerator pedal opening AP from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. ing. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 2 is a flowchart illustrating an example of an operation control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the operation control routine is executed, the hybrid electronic control unit 70 first determines the accelerator opening AP from the accelerator pedal position sensor 83, the vehicle speed V from the vehicle speed sensor 88, and the remaining capacity of the battery 50 calculated by the battery ECU 52. An SOC or the like is input (step S100), and a process of setting required torque T * and required power P * required for the ring gear shaft 32a as a drive shaft based on the input accelerator pedal opening AP and vehicle speed V is performed. (Step S102). In the embodiment, the required torque T * is set by preliminarily obtaining the relationship among the accelerator opening AP, the vehicle speed V, and the required torque T * and storing it in the ROM 74 as a required torque setting map. Is obtained by deriving the corresponding required torque T * from the required torque setting map, and the setting of the required power P * is a ring gear shaft that is obtained proportionally from the vehicle speed V to the derived required torque T *. This is performed by multiplying the rotation speed Nr (= k · V) of 32a. An example of this required torque setting map is shown in FIG. In this embodiment, the rotation speed Nr of the ring gear shaft 32a is calculated from the vehicle speed V. However, a rotation speed sensor is installed on the ring gear shaft 32a and is directly detected by the rotation speed sensor. It may be a thing.

  Subsequently, the charge / discharge amount Pb * of the battery 50 is set based on the remaining capacity SOC of the battery 50 input in step S100 (step S104). The setting of the charge / discharge amount Pb * of the battery 50 is basically performed by setting the remaining capacity SOC to be within an appropriate range (for example, 60% to 70%).

  When the required power P * and the charge / discharge amount Pb * are thus set, the target power Pe * to be output by the engine 22 is set by the sum of the required power P * and the charge / discharge amount Pb * (step S106). Of the operating points of the engine 22 that can output the target power Pe * (points determined by the torque and the rotational speed), the points at which the engine 22 can be operated efficiently are set as the target torque Te * and the target rotational speed Ne * (steps). S108), the following equation (1) is used based on the rotational speed Nr (= k · V) of the ring gear 32 that is proportionally determined from the target rotational speed Ne * of the engine 22 and the vehicle speed V and the gear ratio ρ of the power input / output mechanism 30. The target rotational speed Nm1 * of the motor MG1 is calculated (step S110).

  Nm1 * = (Ne * −k · V) / ρ + Ne * (1)

  FIG. 4 is an explanatory diagram showing the relationship among the rotational speed Ns of the sun gear 31, the rotational speed Nr of the ring gear 32, and the rotational speed Nc of the carrier 34. As shown in FIG. 4, the rotational speed Ns of the sun gear 31, the rotational speed Nr of the ring gear 32, and the rotational speed Nc of the carrier 34 can be expressed by the following equations (2) to (4).

Ns = (Nc−Nr) / ρ + Nc (2)
Nr = (1 + ρ) Nc−ρNs (3)
Nc = (Nr + ρNs) / (1 + ρ) (4)

  As described above, the rotation shaft of the motor MG1 is connected to the sun gear 31, the motor MG2 is connected to the ring gear 32 via the transmission 60, and the crankshaft 26 of the engine 22 that rotates integrally with the motor MG3 is connected to the carrier 34. Since the rotation speed Nr of the ring gear 32 in the equation (2) is proportionally calculated from the vehicle speed V and the rotation speed Nc of the carrier 34 is set as the target rotation speed Ne * of the engine 22, the equation (1) ) Can be used to calculate the target rotational speed Nm1 * of the motor MG1, which is the rotational speed Ns of the sun gear 31.

  When the target rotational speed Nm1 * of the motor MG1 is thus calculated, it is determined whether or not the calculated target rotational speed Nm1 * is a negative rotational speed (rotation in the direction opposite to the engine 22 when the rotational direction of the engine 22 is positive). (Step S112). Since the rotation shaft of the motor MG1 is directly connected to the sun gear 31 and the crankshaft 26 of the engine 22 is directly connected to the ring gear 32, the determination in step S112 is that the rotation speed Ns of the sun gear 31 is determined by the ring gear 32. It is agreed that it is determined whether or not the rotational speed is in the reverse direction with respect to the rotational speed.

  When it is determined that the target rotational speed Nm1 * of the motor MG1 is not a negative rotational speed, the target torque Tm1 * of the motor MG1 and the target torque of the motor MG2 are respectively calculated using the following equations (5), (6), (7). Tm2 * and target torque Tm3 * of motor MG3 are set (step S114). Here, in Expression (6), R is a gear ratio (reduction ratio) of the transmission 60.

Tm1 * = − Te * × ρ / (1 + ρ) (5)
Tm2 * = − (T * −Te * / (1 + ρ)) / R (6)
Tm3 * = 0 (7)

  As shown in FIG. 4, the torque Te output from the engine 22 to the carrier 34 is the torques Tes (= Te × ρ / (1 + ρ)) and Ter (= Te × 1) distributed to the sun gear 31 and the ring gear 32, respectively. / (1 + ρ)). Therefore, a torque (torque having the same magnitude but opposite sign) that is balanced with the torque Tes distributed from the engine 22 to the sun gear 31 is set as the target torque Tm1 * of the motor MG1, and the request for the ring gear shaft 32a (drive shaft). The motor (T * −Te × 1 / (1 + ρ)), which is the deviation between the torque T * and the torque Ter distributed from the engine 22 to the ring gear 32, is divided by the gear ratio R of the transmission 60 and multiplied by −1. If the target torque Tm2 * to be output from MG2 is set, the torque Te output from the engine 22 can be converted and the required torque T * can be output to the ring gear shaft 32a. At this time, since the motor MG1 is in a regenerative operation in which the torque and the rotational speed are in opposite directions, and the motor MG2 is in a power running operation in which the torque and the rotational speed are in the same direction, the hybrid vehicle 20 of the embodiment is output from the engine 22 The power is regenerated by the motor MG1 and is repowered by the motor MG2 using regenerative power so that the power is output to the drive shaft. Therefore, part of the power output by the power running of the motor MG2 is not regenerated by the motor MG1, so that energy circulation does not occur. When the target torque Tm2 * of the motor MG2 is set, the right side of the equation (6) is multiplied by −1 because the rotation direction of the motor MG2 and the rotation direction of the ring gear 32 are reversed by the transmission 60. Is based on becoming.

  On the other hand, if it is determined that the target rotational speed Nm1 * of the motor MG1 is a negative rotational speed, the target torque Tm1 * of the motor MG1 and the motor MG2 are respectively calculated using the following equations (8), (9), (10). Target torque Tm2 * and target torque Tm3 * of motor MG3 are set (step S116). FIG. 5 shows the relationship between the rotational speed and torque of the sun gear 31, the ring gear 32, and the carrier 34 at this time.

Tm1 * = − ρ × T * (8)
Tm2 * = 0 (9)
Tm3 * = T * × (1 + ρ) −Te * (10)

  When the target rotational speed Nm1 * of the motor MG1 is a negative rotational speed, the target torque Tm1 * of the motor MG1 and the target torque Tm2 * of the motor MG2 are set using the equations (5) and (6) in step S114. As shown in FIG. 5, the motor MG <b> 1 performs a power running operation in which the torque and the rotation speed are in the same direction. On the other hand, since the torque Ter distributed from the engine 22 to the ring gear 32 via the carrier 34 is larger than the required torque T *, the torque to be output from the motor MG2 (target torque Tm2 *) is a torque in the direction opposite to the rotational speed. The motor MG2 is in a regenerative operation. Since this state is a state where a part of the power output by the power running of the motor MG1 is regenerated by the motor MG2, energy circulation occurs. Therefore, as shown in FIG. 5, using the motor MG3 connected to the crankshaft 26 of the engine 22 instead of the regenerative operation in the motor MG2, the torque Ter distributed from the engine 22 to the ring gear 32 via the carrier 34 and If the motor MG3 is regeneratively operated so that the difference from the torque Tmr distributed to the ring gear 32 via the carrier 34 from the motor MG3 connected to the crankshaft 26 becomes the required torque T *, the power output from the engine 22 is increased. The power is regenerated by the motor MG3 and is repowered by the motor MG1 using regenerative power, and the power is output to the drive shaft. A part of the power output by the power running of the motor MG1 is regenerated by the motor MG3. There is no energy circulation. As a result, the overall energy efficiency can be further improved. It should be noted that the target torque Tm1 * of the motor MG1 is obtained from the torque Tes distributed from the engine 22 to the sun gear 31 via the carrier 34 and the motor MG3 connected to the crankshaft 26 as shown in the equation (8). It may be set so as to be balanced against the difference from the torque Tms distributed to the sun gear 31 via the via.

  When the target torque Te * of the engine 22, the target rotational speed Nm1 * and the target torque Tm1 * of the motor MG1, the target torque Tm2 * of the motor MG2, and the target torque Tm3 * of the motor MG3 are thus set, the target torque is set. The engine 22 is controlled to operate with Te *, the motor MG1 is controlled to operate with the target rotational speed Nm1 * and the target torque Tm1 *, the motor MG2 is controlled to operate with the target torque Tm2 *, and the motor MG3 is controlled to operate with the target torque Tm3 *. (Step S118), and this routine is finished. Specifically, in the operation control of the engine 22 and the motors MG1, MG2, and MG3, the hybrid electronic control unit 70 outputs the target torque Te * to the engine ECU 24, whereby the engine ECU 24 generates a torque corresponding to the target torque Te *. The hybrid electronic control unit 70 outputs the target torque Tm1 *, the target rotational speed Nm1 *, the target torque Tm2 *, and the target torque Tm3 * to the motor ECU 40. Thus, the motor ECU 40 controls the motor MG1 so that the motor MG1 is operated at the target torque Tm1 * and the target rotational speed Nm1 *, and controls the motor MG2 so that torque corresponding to the target torque Tm2 * is output from the motor MG2. To meet the target torque Tm3 * Click is performed by controlling the motor MG3 to be output from the motor MG3.

  Next, the operation of the hybrid vehicle 120 when starting the stopped engine 22 will be described. FIG. 6 is a flowchart illustrating an example of an engine start operation control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is performed when the driver turns on a switch for instructing start of the engine 22 while the engine 22 is stopped, or when the vehicle is running by driving the motor MG2 while the engine 22 is stopped. This is executed when the vehicle speed V exceeds the predetermined vehicle speed or the required power P * exceeds the predetermined power, or when the remaining capacity SOC of the battery 50 becomes less than the predetermined amount while the engine 22 is stopped. The

  When the engine start operation control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the accelerator opening AP, the vehicle speed V, and the like (step S150), and inputs the accelerator opening AP and the vehicle speed V. Based on the above, the required torque T * required for the ring gear shaft 32a as the drive shaft is set using the required torque setting map of FIG. 3 (step S152), and the set required torque T * is set to the gear of the transmission 60. The target torque Tm2 * to be output by the motor MG2 is set by dividing by the ratio R and multiplying by -1 (step S154).

  Then, in order to motor the engine 22 using the motor MG3 connected to the crankshaft 26 of the engine 22, the starter torque Tst is set as the target torque Tm3 * of the motor MG3 (step S156).

  When the target torque Tm2 * of the motor MG2 and the target torque Tm3 * of the motor MG3 are thus set, the motor MG2 and the motor MG3 are controlled by the set target torque Tm2 * and the target torque Tm3 *, respectively (step S158). At this time, the motor MG1 is controlled by setting a target torque Tm1 * (for example, value 0) so that torque is not output to the ring gear shaft 32a (drive shaft) via the power input / output mechanism 30.

  Next, the engine speed Ne of the engine 22 is input (step S160), and when the input engine speed Ne reaches the engine speed Nst at which the engine 22 can be continuously operated (step S162), fuel injection control and ignition are performed. Processing for starting the engine 22 such as control is performed (step S164), and this routine is terminated. When the rotational speed Ne of the engine 22 has not reached the rotational speed Nst, the process returns to step S150. As a result, the hybrid vehicle 20 can be driven by driving the motor MG2, and the engine 22 stopped by driving the motor MG3 can be motored and started. Further, the engine 22 can be motored by driving the motor MG1, but when the motor MG1 is driven, the torque corresponding to the driving acts on the ring gear shaft 32a as a reaction force, so the motor MG3 is driven. Thus, the engine 22 can be started smoothly while suppressing the torque shock from acting on the ring gear shaft 32a.

  Next, the operation of the hybrid vehicle 20 of the embodiment when the engine 22 is stopped will be described. FIG. 7 is a flowchart illustrating an example of an engine stop operation control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is executed when an instruction to stop the engine 22 is given.

  When the engine stop operation control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first stops the fuel supply to the engine 22 (step S170), and the accelerator opening AP, the vehicle speed V, and the engine speed. Ne is input (step S172), and the required torque T * is set using the required torque setting map shown in FIG. 3 based on the input accelerator pedal opening AP and the vehicle speed V (step S174). Subsequently, the target torque Tm2 * of the motor MG2 is set by multiplying the value obtained by dividing the transmission ratio R of the transmission 60 by -1 so that the set required torque T * is output to the ring gear shaft 32a. At the same time (step S176), the target torque Tm3 * to be output from the motor MG3 is set based on the engine speed Ne inputted to stop the rotation of the engine 22 (step S178), and the motors MG2 and MG3 are driven and controlled. (Step S180). The motor MG1 is controlled with a target torque Tm1 * of 0 so that no torque is output.

  When the motors MG2 and MG3 are driven and controlled in this way, next, the engine speed Ne is input (step S182), and the input engine speed Ne is 0, that is, the process returns to step S172 until the rotation of the engine 22 stops. The processing of steps S172 to S180 is repeated, and when the engine speed Ne reaches 0 (step S184), this routine is ended. As a result, the hybrid vehicle 20 can be driven with a torque commensurate with the target torque T * by the output of torque from the motor MG2, and the rotation of the engine 22 can be stopped by the motor MG3. The motor MG1 can also stop the rotation of the engine 22. However, according to the motor MG1, a torque reaction force according to the drive acts on the ring gear shaft 32a, and a torque shock occurs. Since the torque reaction force does not act on the ring gear shaft 32a by stopping the rotation of the engine 22 by the motor MG3, the rotation of the engine 22 can be smoothly stopped while suppressing the torque shock.

  According to the hybrid vehicle 20 of the embodiment described above, when the rotation of the motor MG1 becomes a negative rotation, the electric power regenerated by the motor MG1 is supplied to the motor MG2, and the power from the engine 22 is supplied to the motor MG1 and the motor MG2. The engine 22 and the motors MG1, MG2, and MG3 are controlled so that the required power P * is output to the ring gear shaft 32a (drive shaft) after the torque is converted, and when the motor MG1 does not turn negative, the motor The engine 22 and the motor MG1, so that the required power P * is output to the ring gear shaft 32a by converting the power from the engine 22 by the motor MG3 and the motor MG1 in a form in which the electric power regenerated by the MG3 is supplied to the motor MG1. Since the operation of MG2 and MG3 is controlled, energy circulation is performed regardless of the rotation state of the motor MG1. Can be avoided from occurring, it is possible to further improve the energy efficiency of the entire automobile.

  Further, according to the hybrid vehicle 20 of the embodiment, when starting or stopping the engine 22, the engine 22 is motored by driving the motor MG3 integrally connected to the crankshaft 26 of the engine 22. Since the engine 22 is started or braked, it is possible to suppress the occurrence of torque shock on the ring gear shaft 32a (drive shaft) when the engine 22 is started or stopped.

  Moreover, according to the hybrid vehicle 20 of the embodiment, since the motor MG3 is connected so as to rotate integrally with the crankshaft 26 of the engine 22, the transmission efficiency between the engine 22 and the motor MG3 can be improved.

  In the hybrid vehicle 20 of the embodiment, the motors MG1, MG2, and MG3 are arranged in the order of the motor MG3, the motor MG1, and the motor MG2. However, as shown in the hybrid vehicle of the modified example of FIG. The motors MG1, MG2, and MG3 may be arranged in the order of the motor MG3, the motor MG2, and the motor MG1. In the example of FIG. 8, the ring gear shaft 32 a of the power input / output mechanism 30 is connected to the drive wheels 39 a and 39 b via the gear mechanism 37 and the differential gear 38.

  In the hybrid vehicle 20 of the embodiment, the motor MG3 is integrally connected to the crankshaft 26 of the engine 22. However, the present invention is not limited to this, and as shown in the hybrid vehicle of the modified example of FIGS. The rotating shaft 92 of the motor MG3 may be connected to one end of the crankshaft 26 of the engine 22 via a belt 90, or may be connected via a gear or chain (not shown). In this way, it becomes possible to mount the motor MG3 in an empty space of the vehicle, and the size of the vehicle can be reduced. In the example of FIG. 9, the motor MG1 and the motor MG2 are arranged in the order of the engine 22 to the motor MG1 and the motor MG2, and in the example of FIG. 10, the motor MG1 and the motor MG2 are arranged from the engine 22 to the motor MG2 and the motor. They are arranged in the order of MG1.

  Next, the operation of the hybrid vehicle 20 when the motor MG1 is controlled within the range of the lower limit of the negative torque that can be output from the motor MG1 (torque lower limit value Tm1min) will be described. FIG. 11 is a flowchart illustrating an example of a second operation control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the second operation control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the accelerator opening AP, the vehicle speed V, the remaining capacity SOC, and the like (step S300). Based on the vehicle speed V, the required torque T * to be output to the ring gear shaft 32a is set using the required torque setting map of FIG. 3 described above, and the rotational speed Nr (= k ···) of the ring gear shaft 32a is set to the required torque T *. The required power P * is set by multiplying V) (step S302). Subsequently, the battery charge / discharge amount Pb * to be charged / discharged by the battery 50 is set based on the remaining capacity SOC (step S304), and the set required power P * and the battery charge / discharge amount Pb * are added to add the engine 22 The target power Pe * to be output from the engine 22 is set (step S306), and among the operating points at which the set target power Pe * can be output, the torque and the rotational speed at which the engine 22 can be operated most efficiently are determined as the target torque Te of the engine 22. * And the target rotational speed Ne * are set (step S308).

  Next, a threshold Temax is set by the following equation (11) based on the torque lower limit value Tm1min of the motor MG1 (step S310). Here, the threshold Temax is set as an upper limit of the torque that can handle the reaction force of the torque output from the engine 22 only by the motor MG1.

  Temax = −Tm1min · (1 + ρ) / ρ (11)

  When the threshold Temax is set, it is determined whether or not the target torque Te * of the engine 22 set in step S308 is larger than the threshold Temax (step S312), and it is determined that the target torque Te * is not larger than the threshold Temax. Then, it is determined that the reaction force of the torque output from the engine 22 can be handled within the range of the torque lower limit value Tm1min of the motor MG1, and the motors MG1, MG2, and MG2 are determined by the above-described equations (5) to (7). Target torques Tm1 *, Tm2 *, Tm3 * of MG3 are set (step S314), the engine 22 is driven and controlled with the target torque Te *, and the motors MG1, MG2, MG3 are controlled with the target torques Tm1 *, Tm2 *, Tm3 *. Processing for drive control is performed (step S318), and this routine is terminated.

  On the other hand, if it is determined that the target torque Te * is larger than the threshold Temax, it is determined that the reaction force of the torque output from the engine 22 cannot be handled within the range of the torque lower limit value Tm1min of the motor MG1, and the motor The motors MG1, MG2, and MG3 are expressed by the following equations (12) to (14) so that the torque MG1 and the motor MG3 share the reaction force of the torque output from the engine 22 and do not exceed the range of the torque lower limit value Tm1min of the motor MG1. Target torques Tm1 *, Tm2 *, and Tm3 * are set (step S316), the engine 22 is driven and controlled with the target torque Te *, and the motors MG1, MG2, and MG3 are driven and controlled with the target torques Tm1 *, Tm2 *, and Tm3 *. (Step S318), and this routine is terminated.

Tm1 * = Tm1min (12)
Tm2 * = − (T * + Tm1min / ρ) / R (13)
Tm3 * = − Te * −Tm1min · (1 + ρ) / ρ (14)

  FIG. 12 shows a dynamic relationship between the rotational speed and torque of each rotating element of the power input / output mechanism 30 when the target torque Te * is larger than the threshold Temax. As shown in the figure, the target torque Tm1 * of the motor MG1 is a negative torque (target torque) output from the motor MG3 connected to the crankshaft 26 of the engine 22 to the torque (target torque Te *) output from the engine 22. What is necessary is just to set so that it may balance with the torque Tes which acts on the sun gear 31 by the torque of the sum with Tm3 *). Therefore, if the torque of the deviation between the target torque Te * and the threshold Temax is output from the motor MG3, the target torque Tm1 * of the motor MG1 can be kept within the range of the torque lower limit value Tm1min. Note that the target torque Tm2 * of the motor MG2 is a negative torque output from the motor MG3 connected to the crankshaft 26 of the engine 22 to the torque output from the engine 22 from the required torque T * (target torque Te *). It can be set by multiplying the value obtained by subtracting the torque Ter acting on the ring gear 32 by the sum of the target torque Tm3 *) and dividing the transmission gear ratio R of the transmission 60 by the value 1.

  According to the hybrid vehicle 20 of the embodiment described above, the requested torque T * can be output to the ring gear shaft 32a while driving the motor MG1 within the range of the torque lower limit value Tm1min of the motor MG1. As a result, the physique of the motor MG1 can be reduced, and the entire apparatus can be reduced in size.

  Next, the hybrid vehicle 120 of the second embodiment will be described. FIG. 13 is a configuration diagram showing an outline of the configuration of the hybrid vehicle 120 of the second embodiment. The hybrid vehicle 120 of the second embodiment does not include the motor MG3 connected to the crankshaft 26 of the engine 22, and mechanically connects or connects the rotating shaft 48 of the motor MG2 and the crankshaft 26 of the engine 22. The clutch C2 that can mechanically connect or disconnect the rotation shaft 48 of the motor MG2 and the ring gear shaft 32a of the power input / output mechanism 30 via the clutch C1 that can be released and the transmission 60. And the processing of the hybrid electronic control unit 70 differ from the hybrid vehicle 20 of the embodiment. Therefore, in the hybrid vehicle 120 of the second embodiment, the same components as those of the hybrid vehicle 20 of the embodiment are denoted by the same reference numerals, and the illustration of some of them is omitted. In FIG. 13, the clutches C1 and C2 are configured to be driven by, for example, hydraulic pressure. The ring gear shaft 32a is connected to drive wheels 39a and 39b via a gear mechanism 37 and a differential gear 38.

  The hybrid electronic control unit 70 included in the hybrid vehicle 120 of the second embodiment includes a CPU 72, a ROM 74, a RAM 76, and an input / output port in the same manner as the hybrid vehicle 20 of the embodiment. Drive signals for C1 and clutch C2 are output via the output port. The operation of the thus configured hybrid vehicle 120 of the second embodiment will be described below.

  FIG. 14 is a flowchart showing an example of an operation control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 120 of the second embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec). When the operation control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first performs the same processing as steps S100 to S110 of the operation control routine of FIG. 2, that is, the accelerator opening AP, the vehicle speed V, the remaining capacity SOC, and the like. (Step S200), the required torque T * and the required power P * required for the ring gear shaft 32a as the drive shaft are set based on the input accelerator opening AP and the vehicle speed V (step S202). Then, the charge / discharge amount Pb * of the battery 50 is set (step S204), and the target power Pe * to be output by the engine 22 is set by the sum of the set required power P * and the charge / discharge amount Pb * (step S204). S206). Subsequently, of the operating points of the engine 22 that can output the target power Pe *, the points at which the engine 22 can be operated efficiently are set as the target torque Te * and the target rotational speed Ne * of the engine 22 (step S208). The target rotation of the motor MG1 using the above equation (1) based on the rotation speed Nr (= k · V) of the ring gear 32 that is proportionally determined from the rotation speed Ne * and the vehicle speed V and the gear ratio ρ of the power input / output mechanism 30. The number Nm1 * is calculated (step S210).

  When the target rotational speed Nm1 * of the motor MG1 is calculated, it is determined whether or not the target rotational speed Nm1 * of the motor MG1 is a negative rotational speed (rotation in the direction opposite to the engine 22 when the rotational direction of the engine 22 is positive). When it is determined (step S212) and it is determined that the target rotational speed Nm1 * is not a negative rotational speed, the clutch C1 and the clutch C2 are driven so that the clutch C1 is turned off and the clutch C2 is turned on (step S214). , S216), the target torque Tm1 * of the motor MG1 and the target torque Tm2 * of the motor MG2 are set using the above-described equations (5) and (6) (step S218). The state in which the clutch C1 is off and the clutch C2 is on is the state in which the rotating shaft 48 of the motor MG2 is connected to the ring gear shaft 32a via the transmission 60, and therefore the motor MG3 of the hybrid vehicle 20 of the embodiment is provided. It becomes the same state as no state. Therefore, if the target torques Tm1 * and Tm2 * of the motors MG1 and MG2 are set using the equations (5) and (6), the hybrid vehicle 20 of the embodiment is regenerated by the motor MG1 using the power from the engine 22. In addition, power is regenerated by the motor MG2 using regenerative power, and the power is output to the drive shaft, and part of the power output by the power running of the motor MG2 is not regenerated by the motor MG1, so energy circulation Does not occur.

  On the other hand, when it is determined that the target rotational speed Nm1 * of the motor MG1 is a negative rotational speed, the clutch C1 and the clutch C2 are driven so that the clutch C1 is turned on and the clutch C2 is turned off (step S220, S222), the target torque Tm1 * of the motor MG1 is set using the above-described equation (8), and the target torque Tm2 * of the motor MG2 is set using the following equation (15) obtained by changing the above-described equation (10). (Step S224). Here, R is a gear ratio (reduction ratio) of the transmission 60.

  Tm2 * = − (T * × (1 + ρ) −Te *) / R (15)

  Since the state where the clutch C1 is on and the clutch C2 is off is a state where the rotating shaft 48 of the motor MG2 is connected to the crankshaft 26 of the engine 22 via the transmission 60, the motor is obtained using equation (8). The target torque Tm2 * of the motor MG2 is set using the formula (15) obtained by setting the target torque Tm1 * of the MG1 and dividing the gear ratio R of the transmission 60 by the right side of the formula (10) and multiplying by -1. For example, the hybrid vehicle 20 of the embodiment is configured to be regenerated by the motor MG2 using the power from the engine 22 and powered by the motor MG1 using regenerative power and output to the drive shaft. Therefore, part of the power output by the power running of the motor MG1 is not regenerated by the motor MG2, so that energy circulation does not occur. In Expression (15), the multiplication by -1 is based on the fact that the rotation of the motor MG2 and the rotation of the crankshaft 26 of the engine 22 are reversed by the transmission 60.

  When the target torque Te * of the engine 22 and the target rotational speed Nm1 * of the motor MG1 and the target torque Tm1 * and the target torque Tm2 * of the motor MG2 are thus set, the engine 22 is controlled to operate with the target torque Te * and the target is set. The motor MG1 is operated and controlled with the rotation speed Nm1 * and the target torque Tm1 *, the motor MG2 is controlled with the target torque Tm2 * (step S226), and this routine is finished.

  Next, the operation of the hybrid vehicle 120 of the second embodiment when starting the stopped engine 22 will be described. FIG. 15 is a flowchart illustrating an example of an engine start operation control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 120 of the second embodiment. This routine is executed when the start of the engine 22 is instructed when the vehicle is stopped, for example, when a switch instructing the start of the engine 22 is turned on.

  When the engine start operation control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first drives the clutch C1 and the clutch C2 so that the clutch C1 is turned on and the clutch C2 is turned off (steps S250 and S252). ). When the clutch C1 is turned on and the clutch C2 is turned off, the rotating shaft 48 of the motor MG2 is connected to the crankshaft 26 of the engine 22 via the transmission 60. Subsequently, the target torque Tm2 * of the motor MG2 is set to a starter torque Tst that can motor the engine 22 (step S254), and the motor MG2 is controlled to operate (step S256). The motor MG1 is driven and controlled by setting a target torque Tm1 * having a value of 0 so that no torque is output. Therefore, the torque reaction force of the motor MG2 does not act on the ring gear shaft 32a.

  Then, the rotational speed Ne of the engine 22 is input (step S258), and when the input rotational speed Ne reaches the rotational speed Nst at which the engine 22 can be continuously operated (step S260), fuel injection control, ignition control, etc. Processing for starting the engine 22 is performed (step S262), and this routine is terminated. Thereby, the engine 22 can be motored and started by the motor MG2 when the vehicle stops. Further, when the clutch C1 is turned on and the clutch C2 is turned off, the torque reaction force acts on the ring gear shaft 32a since the engine 22 is started by motoring the motor MG2 which does not act on the ring gear shaft 32a. The torque shock of the ring gear shaft 32a can be suppressed as compared with the case where the engine 22 is motored by the motor MG1, and the engine 22 can be started smoothly.

  Next, the operation of the hybrid vehicle 120 of the second embodiment when the engine 22 is stopped will be described. FIG. 16 is a flowchart illustrating an example of an engine stop operation control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 120 of the second embodiment. This routine is executed when an instruction to stop the engine 22 is given while the vehicle is stopped.

  When the engine stop operation control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first drives and controls the clutch C1 so that the clutch C1 is turned on (step S270), and the clutch C2 is turned off. The clutch C2 is driven and controlled (step S272). As a result, the rotating shaft 48 of the motor MG2 is connected to the crankshaft 26 of the engine 22 via the transmission 60. When the clutches C1 and C2 are driven and controlled, the fuel supply to the engine 22 is stopped (step S274), the engine speed Ne is input (step S276), and the engine speed Ne input to stop the rotation of the engine 22 is input. Is set to the target torque Tm2 * of the motor MG2 (step S278), and the motor MG2 is driven and controlled (step S280). At this time, the motor MG1 is driven and controlled with a target torque Tm1 * of 0 so that no torque is output. Therefore, the torque reaction force of the motor MG2 does not act on the ring gear shaft 32a.

  When the motor MG2 is driven and controlled, the engine speed Ne is input (step S282), the process returns to step S278 until the engine speed Ne is 0, that is, the engine 22 stops rotating, and the processes of steps S278 to S282 are performed. Repeatedly, when the engine speed Ne reaches 0 (step S284), this routine is terminated. Thereby, rotation of the engine 22 can be stopped by the motor MG3 when the vehicle stops. Further, when the clutch C1 is turned on and the clutch C2 is turned off, the torque reaction force acts on the ring gear shaft 32a since the engine 22 is started by motoring the motor MG2 which does not act on the ring gear shaft 32a. The torque shock of the ring gear shaft 32a can be suppressed as compared with the case where the engine 22 is motored by the motor MG1, and the engine 22 can be smoothly stopped.

  In the hybrid vehicle 120 of the second embodiment described above, the same effect as that of the hybrid vehicle 20 of the embodiment, that is, the occurrence of energy circulation can be avoided regardless of the rotation state of the motor MG1, and the energy efficiency of the entire vehicle can be reduced. The effect that it can improve more can be show | played.

  According to the hybrid vehicle 120 of the second embodiment, when the engine 22 is started or stopped, the rotating shaft 48 of the motor MG2 and the crankshaft 26 of the engine 22 are connected and the engine is used with the motor MG2. Since the engine 22 is started by motoring or the rotation of the engine 22 is stopped, it is possible to suppress the occurrence of torque shock on the ring gear shaft 32a (drive shaft) when the engine 22 is started or stopped.

  In the hybrid vehicle 120 of the second embodiment, the motors MG1 and MG2 are arranged in the order of the engine 22 to the motor MG1 and the motor MG2. However, as shown in the modified hybrid vehicle illustrated in FIG. The motors MG1 and MG2 may be arranged in the order of MG2 and motor MG1.

  Next, the hybrid vehicle 220 of the third embodiment will be described. FIG. 18 is a configuration diagram showing an outline of the configuration of the hybrid vehicle 220 of the third embodiment. As shown in the figure, the hybrid vehicle 220 of the third embodiment has the same hardware configuration as that of the hybrid vehicle 20 of the embodiment except that a motor MG3 is attached to the outer periphery of the damper 228. Therefore, in the hybrid vehicle 220 of the third embodiment, the same components as those of the hybrid vehicle 20 of the embodiment are denoted by the same reference numerals and description thereof is omitted. The damper 228 is provided between the outer member 228a attached to the crankshaft 26 of the engine 22, the inner member 228b attached to the carrier 34 of the power input / output mechanism 30, and the outer member 228a and the inner member 228b. And a damper spring 228c. The motor MG3 is configured as a low-torque synchronous generator motor as compared with the motor MG1, and is attached to the outer periphery of the outer member 228a on a concentric circle coaxial with the axis of the damper 228. Therefore, the motor MG3 can input and output power to the crankshaft 26 of the engine 22 without passing through the damper spring 228c. In the hybrid vehicle 220 of the third embodiment, the engine 22, the motors MG1, MG2, and MG3, the power input / output mechanism 30, and the transmission 60 are coaxially arranged as shown in the figure.

  The operation of the thus configured hybrid vehicle 220 of the third embodiment, particularly the operation when starting the engine 22 and the operation when stopping the engine 22 will be described. First, the operation when starting the engine 22 will be described. FIG. 19 is a flowchart showing an example of an engine start operation control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 220 of the third embodiment. This routine is executed when the start of the engine 22 is instructed.

  When the engine start operation control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first sets the required torque T * to the ring gear shaft 32a by inputting the accelerator opening AP, the vehicle speed V, and the like (step S1). S400), the value obtained by dividing the gear ratio R of the transmission 60 from the set required torque T * is multiplied by −1 to set the target torque Tm2 * to be output from the motor MG2 (step S402), and via the damper 228. The starter torque Tst for motoring the engine 22 using the motor MG3 connected to the crankshaft 26 of the engine 22 is set as the target torque Tm3 * of the motor MG3 (step S404), and the set target torque Tm2 The motors MG2 and MG3 are driven and controlled by * and Tm3 * (step S40). ). At this time, the motor MG1 is driven and controlled with a target torque Tm1 * of 0 so that no torque is output. Thereby, the torque reaction force of the motor MG3 does not act on the ring gear shaft 32a.

  When the motors MG2 and MG3 are driven and controlled, the engine speed Ne is input (step S408), and the process returns to step S400 until the input engine speed Ne becomes equal to or greater than the threshold value Nref, and the processes of steps S400 to S408 are repeated, and the engine speed is increased. When the number Ne becomes equal to or greater than the threshold value Nref (step S410), the process proceeds to the next process. Here, the threshold value Nref is a resonance phenomenon caused by torsion in a system including the engine 22, the damper 228, and the motor MG1 when the engine 22 is motored by the motor MG1 connected to the crankshaft 26 of the engine 22 via the damper 228. Is set to a higher rotational speed than the upper limit value of the rotational speed area in which the That is, until the engine speed Ne passes through the region of the engine speed at which the resonance phenomenon can occur, it is connected to the crankshaft 26 of the engine 22 without the damper 228 in order to suppress the occurrence of the resonance phenomenon in the system including the damper 228. The engine 22 is motored using the motor MG3.

  When the engine speed Ne is equal to or greater than the threshold value Nref, the accelerator opening AP and the vehicle speed V are input to set the required torque T * (step S412), and the starter torque Tst for motoring the engine 22 is set to the motor MG3. Instead, the target torque Tm1 * of the motor MG1 is set to be handled by the motor MG1 (step S414), and the required torque T * is output to the ring gear shaft 32a while canceling the torque reaction force of the motor MG1 (16 ) To set the target torque Tm2 * of the motor MG2 (step S416), and drive and control the motors MG1 and MG2 with the set target torques Tm1 * and Tm2 * (step S418). At this time, the motor MG3 is driven and controlled with a target torque Tm3 * of 0 so that no torque is output.

  Tm2 * = (T * + Tm1 * / ρ) / R (16)

  When the motors MG1 and MG2 are driven and controlled, the engine rotational speed Ne is input (step S420), and the process returns to step S412 until the input engine rotational speed Ne reaches the rotational speed Nst, and the processing of steps S412 to S420 is repeated, and the engine rotation is repeated. When the number Ne reaches the rotational speed Nst (step S422), the engine 22 is started by starting fuel injection control and ignition control (step S424), and this routine is ended. Thereby, the engine 22 can be started while outputting the required torque T * to the ring gear shaft 32a. In addition, a relatively large torque acting on the sun gear 31 at the time of the first explosion of the engine 22 can be handled by the motor MG1 capable of inputting and outputting a torque higher than that of the motor MG3.

  Next, an operation when the engine 22 is stopped will be described. FIG. 20 is a flowchart illustrating an example of an engine stop operation control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 220 according to the third embodiment. This routine is executed when an instruction to stop the engine 22 is given.

  When the engine stop operation control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first stops fuel injection of the engine 22 (step S450), and inputs the engine speed Ne (step S452). Subsequently, the accelerator opening AP and the vehicle speed V are input to set the required torque T * for the ring gear shaft 32a (step S454), and the input engine speed Ne is set to forcibly reduce the rotation of the engine 22. Based on this, the target torque Tm1 * of the motor MG1 is set (step S456), and the required torque T * is output to the ring gear shaft 32a while canceling the torque reaction force of the motor MG1, so that the motor MG2 is expressed by the above equation (16). Target torque Tm2 * is set (step S458), and the motors MG1 and MG2 are driven and controlled (step S460). At this time, the motor MG3 is driven and controlled with a target torque Tm3 * of 0 so that no torque is output. Since the torque required to reduce the rotation of the engine 22 immediately after the stop of fuel injection is relatively large, the rotation of the engine 22 is forcibly reduced using the motor MG1 capable of inputting and outputting a higher torque than the motor MG3. be able to.

  When the motors MG1 and MG2 are driven and controlled, the engine rotational speed Ne is input (step S462), and the input engine rotational speed Ne is a threshold Nref that is higher than the upper limit of the rotational speed region where the resonance phenomenon can occur. (Step S464), the process returns to step S454, and the processes of steps S454 to S462 are repeated. When the engine speed Ne reaches the threshold value Nref (step S464), the process proceeds to the next process.

  When the engine speed Ne reaches the threshold value Nref, the accelerator opening AP and the vehicle speed V are input to set the required torque T * (step S466), so that the rotation of the engine 22 is stopped based on the engine speed Ne. The target torque Tm3 * of the motor MG3 is set (step S468), and the value obtained by dividing the required torque T * by the gear ratio R of the reduction gear 35 so that the required torque T * is output to the ring gear shaft 32a is multiplied by -1. Thus, the target torque Tm2 * is set (step S470), and the motors MG2 and MG3 are driven and controlled (step S472). At this time, the motor MG1 is driven and controlled by setting a target torque Tm1 * having a value of 0 so that no torque is output.

  When the motors MG2 and MG3 are driven and controlled, the engine speed Ne * is input (step S474), the process returns to step S466 until the engine speed Ne is 0, that is, the engine 22 stops rotating, and steps S466 to S474 are performed. This process is repeated, and when the engine speed Ne reaches the value 0 (step S476), this routine ends. Accordingly, the rotation of the engine 22 can be stopped while outputting the required torque T * to the ring gear shaft 32a. Further, when the rotation of the engine 22 is reduced to the range of the rotational speed at which the resonance phenomenon of the system including the damper 228 can occur, the resonance phenomenon is generated by the motor MG3 connected to the crankshaft 26 of the engine 22 without passing through the damper 228. Since the rotation of the engine 22 is stopped by passing through the region of the possible rotation speed, the occurrence of the resonance phenomenon can be suppressed.

  According to the hybrid vehicle 220 of the third embodiment described above, when starting or stopping the engine 22, the damper is used by using the motor MG3 connected to the crankshaft 26 of the engine 22 without passing through the damper 228. A region of the number of revolutions in which a resonance phenomenon can occur in a system composed of the engine 22, the damper 228, and the motor MG1 when the number of revolutions of the engine 22 is controlled by the motor MG1 connected to the crankshaft 26 of the engine 22 via 228. Since it passes, the occurrence of a resonance phenomenon can be suppressed, and the occurrence of vehicle vibration can be suppressed. Further, since the motor MG3 is concentrically disposed on the outer periphery of the outer member 228a of the damper 228, the axial length of the unit including the motor MG3, the power input / output mechanism 30, the transmission 60, and the motor MG2 disposed on the same axis. The length can be shortened. As a result, the entire apparatus can be reduced in size.

  In the hybrid vehicle 220 of the third embodiment, when the engine speed Ne is larger than the threshold value Nref, the motor MG1 is used instead of the motor MG3 to motor the engine 22 or stop the rotation of the engine 22. Depending on the torque that can be input and output, only the motor MG3 may be used to motor the engine 22 or stop the rotation of the engine 22.

  In the hybrid vehicle 220 of the third embodiment, the motor MG3 is disposed concentrically on the outer periphery of the outer member 228a of the damper 228. However, if the motor MG3 is connected to the crankshaft 26 of the engine 22 without passing through the damper 228, the motor MG3 is disposed in the damper 228. 9 or 10 described above, the crankshaft 26 of the engine 22 is connected to the end opposite to the damper 28 via a belt, gear, chain, or the like. It is good also as what connects the rotating shaft of motor MG3.

  In the hybrid vehicle 20 of the embodiment, the hybrid vehicle 120 of the second embodiment, and the hybrid vehicle 220 of the third embodiment, the rotation shaft 48 of the motor MG2 and the ring gear shaft 32a of the power input / output mechanism 30 are connected via the transmission 60. Although connected, the rotating shaft 48 of the motor MG2 and the power input / output mechanism 30 may be directly connected. At this time, the operation control routine of FIG. 2, the operation control routine of FIG. 11, the engine start operation control routine of FIG. 6, the engine stop operation control routine of FIG. 7, the engine start operation control routine of FIG. When setting the target torque Tm2 * of the motor MG2 in the engine stop operation control routine, the gear ratio of the transmission 60 and the direction of rotation need not be considered.

  In the hybrid vehicle 20 of the embodiment, the hybrid vehicle 120 of the second embodiment, and the hybrid vehicle 220 of the third embodiment, the transmission 60 is configured such that the gear ratio cannot be changed, but the gear ratio can be changed. It is good also as what is comprised.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the operation control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is a map which shows the relationship between accelerator opening AP, the vehicle speed V, and the request torque T *. It is explanatory drawing which shows the rotation speed of the sun gear 31, the ring gear 32, and the carrier, and the relationship of a torque. It is explanatory drawing which shows the rotation speed of the sun gear 31, the ring gear 32, and the carrier, and the relationship of a torque. It is a flowchart which shows an example of the operation control routine at the time of the engine starting performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is a flowchart which shows an example of the operation control routine at the time of an engine stop performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is a block diagram which shows the outline of a structure of the hybrid vehicle of a modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle of a modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle of a modification. It is a flowchart which shows an example of the 2nd driving | running control routine performed by CPU72 of the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. 4 is a collinear diagram showing a dynamic relationship between torque and rotational speed of each rotary element of the power input / output mechanism 30. FIG. It is a block diagram which shows the outline of a structure of the hybrid vehicle 120 of 2nd Example. It is a flowchart which shows an example of the operation control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 120 of 2nd Example. It is a flowchart which shows an example of the engine starting operation control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 120 of the second embodiment. It is a flowchart which shows an example of the operation control routine at the time of an engine stop performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is a block diagram which shows the outline of a structure of the hybrid vehicle of a modification. It is a block diagram which shows the outline of a structure of the hybrid vehicle 220 of 3rd Example. It is a flowchart which shows an example of the engine start time operation control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 220 of 3rd Example. It is a flowchart which shows an example of the operation control routine at the time of an engine stop performed by the hybrid electronic control unit 70 of the hybrid vehicle 220 of 3rd Example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28, 228 damper, 30 power input / output mechanism, 31 sun gear, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft , 33 pinion gear, 34 carrier, 37 gear mechanism, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42, 43 inverter, 44, 45, 46 rotational position detection sensor, 50 battery, 52 battery Electronic control unit (battery ECU), 54 Electric power line, 60 Transmission, 62 Sun gear, 64 Ring gear, 66 Pinion gear, 68 Carrier, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 7 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 position sensor, 88 vehicle speed sensor, 90 belt, 92 rotating shaft, 228a outer member, 228b Inner member, 228c damper spring, MG1, MG2, MG3 motor, C1, C2 clutch.

Claims (20)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first rotating electric machine capable of generating electricity;
A first shaft connected to the output shaft of the internal combustion engine, a second shaft connected to the rotary shaft of the first rotating electrical machine, and a third shaft connected to the drive shaft, and 3-axis power input / output means for determining the power input / output to / from the remaining one axis when the power input / output to / from any two of the three axes is determined;
A second rotating electrical machine connected to the drive shaft;
A third rotating electrical machine capable of generating electricity connected to the output shaft of the internal combustion engine or the first shaft;
A power system connected to be able to exchange power between the first rotating electrical machine, the second rotating electrical machine, and the third rotating electrical machine;
When the second shaft connected to the rotating shaft of the first rotating electrical machine rotates in the same direction as the first shaft connected to the output shaft of the internal combustion engine, the power output from the internal combustion engine is The internal combustion engine, the first rotating electrical machine, and the second rotating electrical machine are operated so that the required power is output to the drive shaft by performing torque conversion between the first rotating electrical machine and the second rotating electrical machine. And when the second shaft connected to the rotating shaft of the first rotating electrical machine rotates in the opposite direction to the first shaft connected to the output shaft of the internal combustion engine, the power from the internal combustion engine is The internal combustion engine, the first rotating electrical machine, and the third rotating electrical machine are configured so that required power is output to the drive shaft by performing torque conversion between the third rotating electrical machine and the first rotating electrical machine. power output and a driving control means for operation control Location. The power output device according to claim 1 ,
When the second shaft connected to the rotation shaft of the first rotating electrical machine rotates in the same direction as the first shaft connected to the output shaft of the internal combustion engine, the operation control means A regenerative operation of the rotating electrical machine is performed and a power running operation of the second rotating electrical machine is controlled using the regenerated electric power, and a second shaft connected to the rotating shaft of the first rotating electrical machine is connected to the internal combustion engine. Means for controlling the third rotating electrical machine to perform a regenerative operation and to perform the power running operation of the first rotating electrical machine using the regenerated electric power when rotating in the direction opposite to the first axis connected to the output shaft. Is a power output device. The power output device according to claim 1 or 2 ,
When the start of the internal combustion engine is instructed or when the stop of the internal combustion engine is instructed, the operation control means starts motoring the internal combustion engine by driving the third rotating electrical machine, or the internal combustion engine A power output device which is means for controlling the operation of the internal combustion engine and the third rotating electrical machine so as to stop the operation of the engine and stop the rotation of the internal combustion engine by the third rotating electrical machine. The power output device according to claim 3 ,
The operation control means is means for operation-controlling the second rotating electrical machine so that required power is output to the drive shaft. The power output device according to any one of claims 1 to 4 ,
The power output device, wherein the rotation shaft of the third rotating electrical machine is connected to rotate integrally with the output shaft of the internal combustion engine. The power output device according to any one of claims 1 to 4 ,
A power output device in which a rotation shaft of the third rotating electrical machine is connected to an output shaft of the internal combustion engine via a belt, a gear, or a chain. A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first rotating electric machine capable of generating electricity;
A first shaft connected to the output shaft of the internal combustion engine via a damper, a second shaft connected to the rotation shaft of the first rotating electrical machine, and a third shaft connected to the drive shaft. A three-axis power input / output means for determining the power input / output to / from the remaining one axis when the power input / output to / from any two of these three axes is determined;
A second rotating electrical machine connected to the drive shaft;
A third rotating electrical machine capable of generating electricity connected to the output shaft of the internal combustion engine without the damper ;
A power system connected to be able to exchange power between the first rotating electrical machine, the second rotating electrical machine, and the third rotating electrical machine;
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
When the start of the internal combustion engine is instructed, at least when the rotational speed of the internal combustion engine detected by the rotational speed detection means is within a predetermined rotational speed range, the first rotating electrical machine is stopped and the third rotational speed is stopped. Operation control of the first rotating electrical machine, the second rotating electrical machine, and the third rotating electrical machine is performed so that the internal combustion engine is motored by the electrical machine, and the internal combustion engine is controlled to start. A power output device comprising : an operation control means for starting . The start-up operation control means stops the first rotating electric machine when the start of the internal combustion engine is instructed, and performs the first rotation so that the internal combustion engine is motored by the third rotating electric machine. Controlling the operation of the electric machine and the third rotating electric machine, and stopping the third rotating electric machine when the rotational speed of the internal combustion engine detected by the rotational speed detection means exceeds the predetermined rotational speed range. first claim 7, wherein the internal combustion engine is a unit that controls the operation of the said internal combustion engine and the first rotating electric machine and the third rotary electric machine to start the motoring has been the internal combustion engine by the rotating electric machine Power output device. The power output apparatus according to claim 7 or 8, wherein the starting operation control means is means for controlling the operation of the second rotating electric machine so that a driving force corresponding to a required driving force is output to the drive shaft. The power output device according to any one of claims 7 to 9 ,
When the stop of the internal combustion engine is instructed, the internal combustion engine is controlled to stop the operation of the internal combustion engine, and at least the rotational speed of the internal combustion engine detected by the rotational speed detection means is within a predetermined rotational speed range. In some cases, the first rotating electrical machine, the second rotating electrical machine, and the third rotating electrical machine are stopped so that the rotation of the internal combustion engine is stopped by the third rotating electrical machine. power output apparatus including the stop operation control means to operation control. The stop operation control means controls the internal combustion engine to stop the operation of the internal combustion engine when the stop of the internal combustion engine is instructed, and brakes the rotation of the internal combustion engine by the first rotating electrical machine. The first rotating electrical machine is controlled to operate, and when the rotational speed of the internal combustion engine detected by the rotational speed detecting means reaches a predetermined rotational speed range, the first rotating electrical machine is stopped and the third rotating electrical machine is stopped. The power output apparatus according to claim 10, which is means for controlling the operation of the first rotating electric machine and the third rotating electric machine so that the rotation of the internal combustion engine is stopped by the rotating electric machine. The power output apparatus according to claim 10 or 11, wherein the operation control means at the time of stop is means for controlling the operation of the second rotating electric machine so that a driving force corresponding to a required driving force is output to the driving shaft. The power output apparatus according to claim 8 or 11, wherein the predetermined rotational speed region includes a rotational speed region in which a resonance phenomenon can occur in a system including the internal combustion engine, the damper, and the first rotating electrical machine. A power output device that outputs power to a drive shaft,
An internal combustion engine;
A first rotating electric machine capable of generating electricity;
If the output shaft of the internal combustion engine, the rotating shaft of the first rotating electrical machine, and the driving shaft are connected to three axes, and the power input / output to / from any two of the three axes is determined, the remainder 3-axis power input / output means for determining the power input / output to / from one axis of
A second rotating electrical machine capable of inputting and outputting power to the drive shaft;
A third rotating electric machine capable of inputting / outputting power to / from the output shaft of the internal combustion engine;
Operating point setting means for setting an operating point to be operated by the internal combustion engine based on a required driving force required for the driving shaft;
Based on the set operating point and the driving force limit of the first rotating electrical machine, the target driving force of the first rotating electrical machine and the target driving force of the third rotating electrical machine are set and the requested driving is performed. Target driving force setting means for setting a target driving force of the second rotating electrical machine for outputting a driving force corresponding to a force to the driving shaft;
The internal combustion engine is controlled to operate at the set operating point, and the first rotating electric machine, the second rotating electric machine, and the third rotation are controlled by the set target driving force. A power output device comprising: operation control means for controlling the operation of the first rotating electric machine, the second rotating electric machine, and the third rotating electric machine so that the electric machine is operated. The power output device according to claim 14 ,
The three-axis power input / output means is means for outputting power input from the internal combustion engine to the drive shaft by taking a reaction force from the first rotating electric machine,
The target driving force setting means is configured such that when a reaction force to be handled by the first rotating electrical machine is within a driving force limit range of the first rotating electrical machine when the internal combustion engine is operated at the set operating point. When the reaction force is set as the target driving force of the first rotating electrical machine, the target driving force of the third rotating electrical machine is set to 0, and the internal combustion engine is operated at the set operating point. When the reaction force that should be handled by the first rotating electrical machine exceeds the driving force limit of the first rotating electrical machine, the reaction force that should be handled by the first rotating electrical machine is within the range of the driving force limit of the first rotating electrical machine. The target driving force of the third rotating electrical machine is set so that the first rotating electrical machine operates when the third rotating electrical machine is operated with the set target driving force. Set as the target driving force of the rotating electrical machine Power output device is a stage. The power output device according to claim 14 or 15 ,
The three-axis power input / output means is connected to the output shaft of the internal combustion engine via a damper,
The third rotating electrical machine is a power output apparatus that is connected to the output shaft of the internal combustion engine without passing through the damper. The power output device according to any one of claims 7 to 13, 16 comprising :
The internal combustion engine, the three-axis power input / output means, the first rotating electrical machine, the second rotating electrical machine, and the third rotating electrical machine are arranged on the same axis,
The third rotating electrical machine is a motive power output device arranged concentrically on the outer periphery of the damper. 18. The power output apparatus according to claim 7, wherein the first rotating electric machine is configured as a high torque type electric motor as compared with the third rotating electric machine. The power output device according to any one of claims 1 to 18 ,
A power output device comprising a speed change means that is interposed between the rotating shaft of the second rotating electrical machine and the driving shaft, shifts the power input from the rotating shaft of the second rotating electrical machine, and outputs the power to the driving shaft. . An automobile equipped with the power output device according to any one of claims 1 to 19 .

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