JP2009248767A - Power output apparatus and vehicle - Google Patents

Abstract

A power output device and a vehicle capable of improving energy efficiency and torque characteristics in a wider driving range.
A hybrid vehicle 20 includes an engine 22 capable of outputting power, motors MG1 and MG2, a CVT 40, a drive gear 55 connected to a secondary shaft 42 of the CVT 40, an engine 22, motors MG1, MG2, and CVT 40. The planet 54 includes a carrier 54 connected to the primary shaft 41, a ring gear 52 rotatable in the same direction as the drive gear 55 and a sun gear 51 connected to a sun gear shaft 51a as a drive shaft. It includes a gear mechanism 50, and clutches C1 and C2 capable of executing connection and release of the primary shaft 41 of the CVT 40 and the carrier 54 of the planetary gear mechanism.
[Selection] Figure 1

Description

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

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

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

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

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

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

The power output device according to the present invention is:
A power output device that outputs power to a drive shaft,
A power generation source capable of outputting power;
A continuously variable transmission capable of continuously changing the power input to the input shaft and outputting it to the output shaft;
A rotating element connected to the output shaft of the continuously variable transmission;
A first input element connected to the power generation source, a second input element rotatable in the same direction as the rotation element in conjunction with the rotation element, and an output element connected to the drive shaft Including a planetary gear mechanism,
Connection / disconnection means capable of executing connection and release of the connection between the input shaft of the continuously variable transmission and the first input element of the planetary gear mechanism;
An electric motor capable of outputting at least power to the input shaft of the continuously variable transmission;
Power storage means capable of exchanging power with the motor;
Is provided.

  In this power output device, the continuously variable transmission, the planetary gear mechanism, and the rotating element are connected when the input shaft of the continuously variable transmission and the first input element of the planetary gear mechanism are connected by connection / disconnection means. In cooperation with each other, a so-called infinite transmission (IVT) is configured, and power from at least one of a power generation source and an electric motor is applied to the first input element of the planetary gear mechanism, and the continuously variable transmission and rotation The torque is circulated by applying to the second input element of the planetary gear mechanism via the element, and thereby the gear ratio between the first input element and the output element (drive shaft) of the planetary gear mechanism is theoretically calculated. Can be set to upper infinity. That is, in this power output device, the first input is achieved by setting the transmission ratio between the first input element and the output element of the planetary gear mechanism to substantially infinite using the continuously variable transmission. Even if the power generation source or the like connected to the element is operated at an arbitrary rotation speed capable of improving the efficiency, for example, the rotation of the output element and the drive shaft can be stopped. If the speed change state of the continuously variable transmission is changed in this state, the output element and the drive shaft can be rotated to the forward rotation side or the reverse rotation side, particularly when the rotation speed of the drive shaft is low. A large torque can be efficiently output to the drive shaft by amplifying the torque from at least one of the source and the electric motor. If the speed change state of the continuously variable transmission is changed to the speed increasing side in a state where the speed ratio between the first input element and the output element of the planetary gear mechanism is substantially infinite, the continuously variable transmission The rotational speed of the rotating element connected to the output shaft of the planetary gear mechanism and the second input element of the planetary gear mechanism is increased, and accordingly, the output element is output to the rotating element or the output element while outputting a large torque to the output element of the planetary gear mechanism. It is possible to rotate the second input element in the direction opposite to the rotation direction, that is, to reverse the drive shaft while outputting a large torque to the drive shaft. Further, if the speed change state of the continuously variable transmission is changed to the deceleration side while the gear ratio is set to substantially infinite, the rotating element connected to the output shaft of the continuously variable transmission and the planet The rotational speed of the gear mechanism with the second input element is reduced, and accordingly, a large torque is output to the output element of the planetary gear mechanism, and the output element is made the same as the rotational direction of the rotating element and the second input element. It is possible to rotate in the direction and increase the rotation speed, that is, to rotate the drive shaft to the normal rotation side while outputting a large torque to the drive shaft and to increase the rotation speed. Furthermore, if the connection between the input shaft of the continuously variable transmission and the first input element of the planetary gear mechanism is released by the connection / disconnection means, the output shaft and the rotating element are connected via the input shaft of the continuously variable transmission by the motor. Can be rotated independently of the first input element of the planetary gear mechanism. In this state, the first input element of the planetary gear mechanism, that is, the rotation of the electric motor connected to the input shaft of the continuously variable transmission is controlled, and the speed change state of the continuously variable transmission is changed as appropriate. It becomes possible to make the gear ratio between the power generation source or the electric motor and the output element (drive shaft) of the planetary gear mechanism smaller (increase the speed increasing ratio). That is, the motor is decelerated while the connection between the input shaft of the continuously variable transmission and the first input element of the planetary gear mechanism is released, or the rotation speed of the motor is reversed in the direction opposite to that of the planetary gear mechanism. If the height of the first input element is increased in the opposite direction, the rotating element connected to the output shaft of the continuously variable transmission or the second input element of the planetary gear mechanism is set in the opposite direction to the first input element. The rotation speed can be increased while rotating. At this time, if the speed change state of the continuously variable transmission is further changed to the speed increasing side, the rotational speed of the rotating element or the second input element can be further increased in the direction opposite to that of the first input element. it can. The higher the rotational speed in the direction opposite to the first input element of the rotating element or the second input element, the higher the speed change between the first input element and the output element (drive shaft) of the planetary gear mechanism. It is possible to increase the rotational speed on the forward rotation side of the drive shaft by reducing the ratio (increasing the speed increasing ratio). As a result, in this power output device, the speed ratio width between the power generation source or the electric motor and the drive shaft is further increased, so that the rotation speed of the drive shaft is extremely low to a high speed where the rotation speed is high. Energy efficiency and torque characteristics can be improved in a wide range of operation.

  The planetary gear mechanism may be disposed between the power generation source and the continuously variable transmission. The input shaft of the continuously variable transmission, the rotating shaft of the electric motor, and the connection / disconnection means include Each of the drive shafts may pass through the input shaft of the continuously variable transmission, the rotating shaft of the electric motor, and the connection / disconnection means. Thereby, it becomes possible to arrange | position the 1st input element and drive shaft of a planetary gear mechanism coaxially with a power generation source, the input shaft of a continuously variable transmission, an electric motor, etc. Therefore, this power output device is suitable for a vehicle that travels mainly by driving the rear wheels.

  In this case, the planetary gear mechanism includes a planetary carrier as the first input element, a ring gear as the second input element meshing with a pinion gear held by the planetary carrier, and the pinion gear or the planetary carrier. It may include a sun gear as the output element that meshes with another held pinion gear. The planetary gear mechanism may be a single pinion type or a double pinion type.

  Further, the power output device is a request required for the drive shaft when the power generation source and the input shaft of the continuously variable transmission are connected to the first input element of the planetary gear mechanism. The power generation source, the electric motor, and the continuously variable transmission are controlled so that power based on the driving force is output to the drive shaft, and the power generation source is connected to the first input element of the planetary gear mechanism. Is connected and the connection between the first input element and the input shaft of the continuously variable transmission is released, the motor is decelerated or the motor is the first gear of the planetary gear mechanism. And a control means for controlling the power generation source, the electric motor, and the continuously variable transmission so that power based on the required driving force is output to the drive shaft while rotating in a direction opposite to the input element of the motor. May be.

  The power output device may further include an element fixing means capable of fixing the second input element of the planetary gear mechanism in a non-rotatable manner. That is, if the rotation speed of the motor is reduced and the motor is temporarily stopped while the connection between the input shaft of the continuously variable transmission and the first input element of the planetary gear mechanism is released by the connection / disconnection means, The rotational speed of the rotating element connected to the output shaft of the continuously variable transmission or the second input element of the planetary gear mechanism can be set to zero. In this state, if the second input element of the planetary gear mechanism is fixed to be non-rotatable by the element fixing means, the power from the power generation source can be transmitted to the drive shaft via the planetary gear mechanism. . As a result, the power from the power generation source can be efficiently transmitted to the drive shaft while eliminating the loss in the continuously variable transmission, and the energy efficiency in the power output device can be further improved.

  In this case, in the power output device, the power generation source is connected to the first input element of the planetary gear mechanism, and the connection between the first input element and the input shaft of the continuously variable transmission is released. And when the second input element of the planetary gear mechanism is fixed in a non-rotatable manner, the power based on the required driving force required for the drive shaft is output to the drive shaft. Control means for controlling the generation source may be further provided.

  Further, the connection / disconnection means includes a first connection / disconnection means for connecting and releasing the connection between the input shaft of the continuously variable transmission and the rotating shaft of the electric motor, and a rotating shaft of the electric motor. The planetary gear mechanism may include a second connection / disconnection unit that performs connection with the first input element and release of the connection. Thus, if the connection between the rotating shaft of the motor and the first input element is released by the second connection / disconnection means, the connection between the input shaft of the continuously variable transmission and the first input element of the planetary gear mechanism is established. It can be canceled. The first connecting / disconnecting means connects the input shaft of the continuously variable transmission and the rotating shaft of the motor, and the second connecting / disconnecting means connects the rotating shaft of the motor and the first input element of the planetary gear mechanism. If the motor is decelerated and the output shaft of the continuously variable transmission is stopped rotating in a state in which the connection to is released, the second input element of the planetary gear mechanism is fixed to be non-rotatable by the element fixing means. Can do. If the second input element of the planetary gear mechanism is connected by the second connection / disconnection means with the second input element of the planetary gear mechanism fixed in a non-rotatable manner, Power from both the power generation source and the electric motor can be transmitted to the drive shaft via the planetary gear mechanism. As a result, the power from the power generation source and the electric motor can be efficiently transmitted to the drive shaft while eliminating the loss in the continuously variable transmission, so that the performance of the power output device can be further improved.

  In this case, in the power output device, the connection between the input shaft of the continuously variable transmission and the rotating shaft of the electric motor is released, and the rotating shaft of the electric motor and the first input element of the planetary gear mechanism are connected. And when the second input element of the planetary gear mechanism is fixed to be non-rotatable by the element fixing means, power based on the required driving force required for the drive shaft is output to the drive shaft. As described above, control means for controlling at least one of the power generation source and the electric motor may be further provided.

  The power output device may further include other connection / disconnection means for performing connection between the first input element of the planetary gear mechanism and the power generation source and release of the connection. Thereby, the input shaft of the continuously variable transmission and the first input element of the planetary gear mechanism are connected by the connecting / disconnecting means, and the first input element and the power generation source are connected by the other connecting / disconnecting means. In a state in which is released, power from only the electric motor can be applied to the first input element and can be applied to the second input element via the continuously variable transmission and the rotating element and transmitted to the drive shaft. Become.

  In this case, the power output device is configured such that the input shaft of the continuously variable transmission and the electric motor are connected to the first input element of the planetary gear mechanism, and the first input element and the power generation source. Control means for controlling the electric motor and the continuously variable transmission so that power based on a required driving force required for the drive shaft is output to the drive shaft when the connection to the drive shaft is released. You may prepare.

  Further, the power generation source may be a second electric motor different from the electric motor. That is, the power output apparatus according to the present invention may be configured as a so-called two-motor power output apparatus.

  The power generation source may be an internal combustion engine. In other words, the power output apparatus according to the present invention may be configured as a so-called 1 motor-1 engine type power output apparatus in which an internal combustion engine and a single electric motor are combined.

  Further, the power generation source may include a second electric motor different from the electric motor and an internal combustion engine. That is, the power output apparatus according to the present invention may be configured as a so-called 2-motor-1 engine power output apparatus.

  As described above, the power output apparatus including the internal combustion engine and the second electric motor as the power generation source further includes connection / disconnection means for the engine that executes connection and release of the connection between the second electric motor and the internal combustion engine. You may prepare. Accordingly, by releasing the connection between the second electric motor and the internal combustion engine by the connection / disconnection means for the engine, it is possible to avoid the rotation of the internal combustion engine when the operation of the internal combustion engine is stopped.

The vehicle according to the present invention is
A vehicle having drive wheels coupled to a drive shaft,
A power generation source capable of outputting power;
A continuously variable transmission capable of continuously changing the power input to the input shaft and outputting it to the output shaft;
A rotating element connected to the output shaft of the continuously variable transmission;
A first input element connected to the power generation source, a second input element rotatable in the same direction as the rotation element in conjunction with the rotation element, and an output element connected to the drive shaft Including a planetary gear mechanism,
Connection / disconnection means capable of executing connection and release of the connection between the input shaft of the continuously variable transmission and the first input element of the planetary gear mechanism;
An electric motor capable of outputting at least power to the input shaft of the continuously variable transmission;
Power storage means capable of exchanging power with the motor;
A vehicle comprising:

  In this vehicle, the gear ratio width between the power generation source or the electric motor and the drive shaft is increased, and a very wide driving range from a low vehicle speed range where the rotational speed of the drive shaft is low to a high vehicle speed range where the rotational speed is high. Energy efficiency and torque characteristics can be improved in the region.

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

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 that is a vehicle according to an embodiment of the present invention. The hybrid vehicle 20 shown in the figure is configured as a rear-wheel drive vehicle, and includes an engine 22 disposed in the front portion of the vehicle, a battery 35 capable of exchanging electric power with the two motors MG1 and MG2, and the motors MG1 and MG2. A belt-type continuously variable transmission unit (hereinafter referred to as “CVT”) 40, a three-element planetary gear mechanism 50, a drive gear (rotating element) 55, and a hybrid vehicle 20 that controls the entire hybrid vehicle 20 constituting a so-called infinite transmission. An electronic control unit (hereinafter referred to as “hybrid ECU”) 70 and the like are included.

  The engine 22 is an internal combustion engine that receives a supply of hydrocarbon fuel such as gasoline or light oil and outputs power by rotating in one direction basically, and is an engine electronic control unit (hereinafter referred to as “engine ECU”). The fuel injection amount, ignition timing, intake air amount, and the like are controlled by 24. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 such as a crank position sensor (not shown) attached to a crankshaft 23 serving as an engine shaft and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

  The motor MG1 and the motor MG2 both operate as generators and are synchronous generator motors of the same specifications in an embodiment that can operate as an electric motor, and are connected to a battery 35 that is a secondary battery via an inverter 31 and 32 and electric power. Communicate. The power line 39 connecting the inverters 31 and 32 and the battery 35 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 31 and 32, and the electric power generated by one of the motors MG1 and MG2 is supplied to the other. It can be consumed with the motor. Therefore, the battery 35 is charged / discharged according to the electric power consumed or generated by at least one of the motors MG1, MG2, and charging / discharging is performed if the balance of electric power is balanced by the motors MG1, MG2. Will not be. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 30. The motor ECU 30 receives signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 33 and 34 for detecting the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The detected phase current applied to the motors MG1 and MG2 is input, and the motor ECU 30 outputs switching control signals and the like to the inverters 31 and 32. Further, the motor ECU 30 executes a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 33 and 34, and calculates rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. Further, the motor ECU 30 communicates with the hybrid ECU 70, and controls the drive of the motors MG1 and MG2 based on a control signal from the hybrid ECU 70 and the hybrid ECU 70 receives data on the operation state of the motors MG1 and MG2 as necessary. Output.

  The battery 35 is configured as a nickel hydride secondary battery or a lithium ion secondary battery in the embodiment, and is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 36. The battery ECU 36 receives signals necessary for managing the battery 35, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 35, and a power line 39 connected to the output terminal of the battery 35. A charging / discharging current from an attached current sensor (not shown), a battery temperature Tb from a temperature sensor (not shown) attached to the battery 35, and the like are input. Further, the battery ECU 36 outputs data related to the state of the battery 35 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Then, in order to manage the battery 35, the battery ECU 36 of the embodiment calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor, or determines the battery 35 based on the remaining capacity SOC. The charge / discharge required power Pb * is calculated, or the input limit Win as the charge allowable power that is the power allowed for charging the battery 35 based on the remaining capacity SOC and the battery temperature Tb, and the battery 35 is allowed to discharge. The output limit Wout as discharge allowable power, which is power, is calculated. The input / output limits Win and Wout of the battery 35 set basic values of the input / output limits Win and Wout based on the battery temperature Tb, and output correction correction coefficients based on the remaining capacity (SOC) of the battery 35. It can be set by setting a correction coefficient for input restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

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

  The planetary gear mechanism 50 meshes with a sun gear (output element) 51 as an external gear, a ring gear (second input element) 52 as an internal gear disposed concentrically with the sun gear 51, and a ring gear. And a planetary carrier (first input element, hereinafter simply referred to as “carrier”) 54 that holds the plurality of pinion gears 53 so as to rotate and revolve freely. And the carrier 54 are used as rotating elements to perform a differential action. In the embodiment, the carrier 54 which is the first input element of the planetary gear mechanism 50 includes a hollow first carrier shaft 54a extending toward the rear of the vehicle (left side in the figure) and the front of the vehicle (right side in the figure). The second carrier shaft 54b extending in the direction is fixed. In addition, external teeth are formed on the outer periphery of the ring gear 52 that is the second input element of the planetary gear mechanism 50. The external teeth of the ring gear 52 mesh with a counter gear 56, and the counter gear 56 meshes with a drive gear 55 as a rotating element that is an external gear. In the embodiment, the drive gear 55 has the same number of external teeth as the ring gear 52 (the same module), is fixed to the drive gear shaft 55a, and is a secondary shaft 42 that is an output shaft of the CVT 40 via the drive gear shaft 55a. It is connected to the. Thereby, the ring gear 52 of the planetary gear mechanism 50 can rotate in the same direction and at the same rotational speed as the drive gear 55 and the secondary shaft 42 of the CVT 40 in conjunction with the drive gear 55. The ring gear 52 may be connected to the drive gear 55 via an endless element such as a belt or a chain, whereby the counter gear 56 can be omitted. A sun gear shaft 51 a as a drive shaft extending toward the rear of the vehicle (left side in the figure) is fixed to the sun gear 51 that is an output element of the planetary gear mechanism 50.

  As shown in FIG. 1, the hollow primary shaft 41 of the CVT 40 is connected to one end (left end in the figure) of the hollow rotary shaft MS1 fixed to the rotor of the motor MG1 via the clutch C1. The other end (right end in the figure) of the hollow rotation shaft MS1 of the motor MG1 is a hollow first carrier shaft 54a fixed to the carrier 54 that is the second input element of the planetary gear mechanism 50 via the clutch C2. Connected. A sun gear shaft 51a as a drive shaft fixed to the sun gear 51, which is the first input element of the planetary gear mechanism 50, includes a first carrier shaft 54a, a clutch C2, a rotation shaft MS1 of the motor MG1, a clutch C1, and a CVT 40. The primary shaft 41 and the hydraulic cylinder 45 are passed through coaxially therewith, and their tips are connected to the input element of the differential gear 57. As a result, the power output to the sun gear shaft 51 a is finally output to the left and right wheels (rear wheels) DW, which are drive wheels, via the differential gear 57. Further, the second carrier shaft 54b fixed to the carrier 54, which is the second input element of the planetary gear mechanism 50, is one end (left end in the figure) of the rotation shaft MS2 fixed to the rotor of the motor MG2 via the clutch C3. The other end (right end in the figure) of the rotation shaft MS2 of the motor MG2 is connected to the crankshaft 23 of the engine 22 via the clutch C4 and the damper 28. Thus, in the hybrid vehicle 20 of the embodiment, the engine 22, the motor MG2, the planetary gear mechanism 50 (sun gear 51), the motor MG1 and the CVT 40 (primary shaft 41) are arranged coaxially in order from the front of the vehicle. Become.

  The clutch C1 of the embodiment includes an engagement portion provided at an end portion (right end in the drawing) of the hollow primary shaft 41 and an engagement portion provided at one end (left end in the drawing) of the hollow rotation shaft MS1 of the motor MG1. And a dog clutch that includes an annular movable engaging member that can be moved back and forth in the axial direction of the primary shaft 41 and the sun gear shaft 51a by an electromagnetic, electric, or hydraulic actuator (not shown). ing. Accordingly, when the clutch C1 is turned on, the primary shaft 41 of the CVT 40 and the rotation shaft MS1 of the motor MG1 can be connected. When the clutch C1 is turned off, the connection between the primary shaft 41 and the rotation shaft MS1 of the motor MG1 can be connected. It can be canceled. The clutch C2 of the embodiment includes an engagement portion provided at the other end (right end in the drawing) of the hollow rotation shaft MS1 of the motor MG1 and a hollow first carrier shaft 54a extending from the carrier 54 of the planetary gear mechanism 50. It can be engaged with both engaging portions provided at one end (the left end in the figure) and is advanced and retracted in the axial direction of the primary shaft 41 and the first carrier shaft 54a by an electromagnetic, electric or hydraulic actuator (not shown). The dog clutch includes an annular movable engagement member that is moved. Accordingly, when the clutch C2 is turned on, the rotation shaft MS1 of the motor MG1 and the first carrier shaft 54a (carrier 54) can be connected, and when the clutch C2 is turned off, the rotation shaft MS1 of the motor MG1 and the first carrier The connection with the shaft 54a can be released. Further, the clutch C3 of the embodiment includes an engaging portion provided at one end (right end in the drawing) of the second carrier shaft 54b extending from the carrier 54 of the planetary gear mechanism 50 and one end (left end in the drawing) of the rotation shaft MS2 of the motor MG2. And an engaging portion provided on the second carrier shaft 54b and the rotary shaft MS2 by an electromagnetic, electric or hydraulic actuator (not shown). The dog clutch includes a movable engagement member. Accordingly, when the clutch C3 is turned on, the second carrier shaft 54b (carrier 54) and the rotation shaft MS2 of the motor MG2 can be connected, and when the clutch C3 is turned off, the rotation of the second carrier shaft 54b and the motor MG2 is achieved. The connection with the axis MS2 can be released. The clutch C4 of the embodiment is an engagement portion provided at the other end (right end in the figure) of the rotation shaft MS2 of the motor MG2 and an engagement provided at one end (left end in the figure) of the shaft fixed to the damper 28. As a dog clutch including an annular movable engagement member that can be engaged with both of the joint portions and can be moved back and forth in the axial direction of the rotary shaft MS2 and the crankshaft 23 by an electromagnetic, electric or hydraulic actuator (not shown). It is configured. Thus, if the clutch C4 is turned on, the rotation shaft MS2 of the motor MG2 and the crankshaft 23 of the engine 22 can be connected, and if the clutch C2 is turned off, the rotation shaft MS2 and the crankshaft 23 of the motor MG2 are connected. Can be disconnected.

  In addition to these clutches C1 to C4, in the hybrid vehicle 20 of the embodiment, the ring gear 52, which is the second input element of the planetary gear mechanism 50, is fixed to be non-rotatable via the secondary shaft 42 of the CVT 40 or the like. A brake B1 is provided. In the embodiment, the brake B1 is engageable with both an engagement portion provided at an end portion (right end in the drawing) of the drive gear shaft 55a and an engagement portion fixed to a transmission case (not shown). The dog clutch is configured to include a movable engagement member that is moved back and forth in the axial direction of the secondary shaft 42 by an electromagnetic, electric, or hydraulic actuator that does not. As a result, the brake B1 is turned on to engage the movable engagement member with both the engagement portion of the drive gear shaft 55a and the engagement portion on the transmission case side, thereby making the secondary shaft 42 and the ring gear 52 non-rotatable. The CVT 40 can be locked while being fixed. As described above, if the clutches C1 to C4 and the brake B1 are configured as dog clutches, it becomes possible to connect or disconnect the target members with less loss. However, it goes without saying that the clutches C1 to C4 and the brake B1 may be configured as a general pressure-bonding clutch or brake such as a hydraulically driven multi-plate clutch.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 for storing a processing program, a RAM 76 for temporarily storing data, an input / output port and a communication port (not shown), etc. in addition to the CPU 72. . The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. The accelerator pedal position Acc from the accelerator pedal position sensor 84, the brake pedal stroke BS from the brake pedal stroke sensor 86 for detecting the depression amount (stroke) of the brake pedal 85, and the vehicle speed V from the vehicle speed sensor 87 are input via the input port. Is done. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 30, the battery ECU 36, and the CVTECU 49 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 30, the battery ECU 36, and the CVTECU 49. To do. The hybrid ECU 70 also controls actuators (not shown) of the clutches C1 to C4 and the brake B1.

  Here, a procedure for setting an infinite gear ratio using the CVT 40 as an infinite transmission, the planetary gear mechanism 50, and the drive gear 55 will be described with reference to FIG. 2, 42 and 55 axes indicate the rotational speed No of the secondary shaft 42 and the rotational speed Nd of the drive gear 55 of the CVT 40, 56 axes indicate the rotational speed of the counter gear 56, and R axis indicates the planetary gear mechanism. 50, the rotation speed Nr of the ring gear 52, the C axis the rotation speed Nc of the carrier 54 of the planetary gear mechanism 50, the S and 51a axes the rotation of the sun gear 51 of the planetary gear mechanism 50 and the sun gear shaft 51a as the drive shaft. The speed Ns is shown respectively. In these drawings, ρ indicates the gear ratio of the planetary gear mechanism 50 (the number of teeth of the sun gear 51 / the number of teeth of the ring gear 52), and the transmission ratio by the CVT 40 is γ (= Ni / Ns = Nc / Nd). . As can be seen from FIG. 2, the clutches C1 and C2 are turned on to connect the primary shaft 41 of the CVT 40, the rotation shaft MS1 of the motor MG1 and the first carrier shaft 54a (carrier 54), and the clutches C3 and C4 are turned on. Then, when the second carrier shaft 54b (carrier 54), the rotation shaft MS2 of the motor MG2 and the crankshaft 23 of the engine 22 are connected, the relational expressions relating to the rotational speeds of the following equations (1) to (3) are established. If these equations (1) to (3) are rearranged, a relational expression of the following equation (4) can be obtained. Expression (4) represents a transmission gear ratio α between the carrier 54 as the first input element of the planetary gear mechanism 50 and the sun gear 51 (sun gear shaft 51a) as the output element. , When the gear ratio γ by the CVT 40 becomes 1 / (1 + ρ), the sun gear 51 stops without rotating at any rotational speed, and the planetary gear mechanism 50 The torque acting on each element is theoretically infinite. Accordingly, when the carrier 54 of the planetary gear mechanism 50 is connected to the primary shaft 41, the motor MG1, the motor MG2, and the engine 22 (crankshaft 23) of the CVT 40 by the clutches C1 to C4, the power from the engine 22 and the like is used. Even if the carrier 54 is rotating, if the CVT 40 is controlled so that the gear ratio γ by the CVT 40 becomes the value 1 / (1 + ρ), the rotation of the sun gear shaft 51a as the drive shaft is stopped and the hybrid vehicle 20 is stopped. Can be maintained.

Nr = (1 + ρ) ・ Nc-ρ ・ Ns (1)
Nd = 1 / γ · Nc (2)
Nd = Nr (3)
Nc / Ns = ρ · γ / [γ · (1 + ρ) -1] = α (4)

  When the hybrid vehicle 20 configured as described above is traveling, the hybrid ECU 70 causes the sun gear shaft 51a as the drive shaft to be driven based on the accelerator opening degree Acc corresponding to the depression amount of the accelerator pedal 83 by the driver and the vehicle speed V. A requested torque to be output is set, and a torque based on the requested torque (for example, a value obtained by limiting the requested torque by the input / output limitation of the battery 35 and basically matching the requested torque) is used as the drive shaft. The operating point of the engine 22, the torque command for the motor MG1 and the motor MG2, and the target gear ratio of the CVT 40 are set so as to be output to the sun gear shaft 51a. The engine 22 operating point, the torque command for the motor MG1 and the motor MG2, and the control signal indicating the target gear ratio are transmitted from the hybrid ECU 70 to the engine ECU 24, the motor ECU 30, and the CVT ECU 49. Each ECU individually controls engine 22, motors MG1 and MG2, and CVT 40 according to control signals from hybrid ECU 70, respectively. Further, the hybrid ECU 70 performs on / off control of the clutches C1 to C4 and the brake B1 as necessary. The operation control mode in the hybrid vehicle 20 includes a reverse travel mode, a low speed forward travel mode, a medium speed transition mode, a cruise travel mode, a high speed travel mode, etc., as shown in FIG. A traveling mode and a motor traveling mode in which the engine 22 is stopped and the MG1 and MG2 are used to output power to the sun gear shaft 51a as a drive shaft are included.

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

  When the ignition switch 80 is turned on by the driver while the hybrid vehicle 20 is stopped, the engine is controlled under the overall control of the hybrid ECU 70 except when the hybrid vehicle 20 is started under the motor travel mode. 22 start-up processing is executed. Here, when the hybrid vehicle 20 stops, as shown in FIG. 4, at least the clutch C3 is turned off and the clutch C4 is turned on to disconnect the motor MG2 and the engine 22 connected to each other from the first carrier shaft 54a. The engine 22 can be cranked by the motor MG2 to start the engine 22. When the engine 22 is started in this way, the motor MG2 and the engine 22 are controlled so that the rotational speed Nm2 of the motor MG2 (and the rotational speed Ne of the engine 22) becomes a predetermined rotational speed at the start, and the clutch The rotational speed Nc (the rotational speed Ni of the primary shaft 41 and the rotational speed Nm1 of the motor MG1) of the carrier 54 (first and second carrier shafts 54a and 54b) is the rotational speed at the time of starting in the state where C1 and C2 are turned on. And the motor MG1 and the CVT 40 are controlled so that the sun gear shaft 51a as the drive shaft is maintained in a stopped state. Then, when the carrier 54 and the motor MG2 are rotationally synchronized, the clutch C3 is turned on and both are connected. It should be noted that the rotational speed at the start of motor MG2 and engine 22 is preferably a rotational speed at which engine 22 can be operated efficiently (fuel consumption) and a relatively large torque can be obtained. Hereinafter, as shown in FIG. 5, all of the clutches C1 to C4 are turned on, and the gear ratio α between the carrier 54 as the first input element of the planetary gear mechanism 50 and the sun gear 51 as the output element is substantially reduced. The state where the rotational speed Nc (rotational speed Ne, Nm2) of the carrier 54 is set to the rotational speed at the start is referred to as a “neutral state” when the engine 22 is operating. FIG. 6 shows an example of a collinear diagram representing a dynamic relationship of rotational speeds of the rotational elements of the CVT 40, the planetary gear mechanism 50, and the drive gear 55 in the neutral state with a thick solid line. As can be seen from the figure, in the neutral state during operation of the engine 22, the ring gear 52, which is the second input element of the planetary gear mechanism 50, rotates in the same direction as the drive gear 55 and the sun gear 51 (sun gear), which is the output element. Since the rotation speed Ns of the shaft 51a) is 0, the carrier 54, which is the first input element of the planetary gear mechanism 50, also rotates in the same direction as the drive gear 55 and the ring gear 52. In the neutral state, it is not always necessary to output torque to both the motors MG1 and MG2. Therefore, a torque command for at least one of the motors MG1 and MG2 is set to a value 0, and at least any of the motors MG1 and MG2 is set. One of them may be driven by the engine 22.

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

[Reverse drive mode]
When the R position is set by the driver under the neutral state and the accelerator pedal 83 is depressed, the hybrid ECU 70 makes the gear ratio γ by the CVT 40 smaller than the value 1 / (1 + ρ), that is, by the CVT 40. A control signal is given to the CVTECU 49 so that the drive gear 55 connected to the secondary shaft 42 and the ring gear 52 of the planetary gear mechanism 50 are further accelerated. The CVT ECU 49 controls the hydraulic circuit 48 so that the groove width of the secondary pulley 44 of the CVT 40 is increased (the diameter is decreased) or the groove width of the primary pulley 43 is decreased (the diameter is increased) according to a control signal from the hybrid ECU 70. Control. As a result, as indicated by broken lines in FIG. 6, the rotational speeds Nd and Nr of the drive gear 55 and the ring gear 52 increase, and the sun gear 51 (sun gear shaft 51a) that is the output element of the planetary gear mechanism 50 is connected to the drive gear 55 and the ring gear. Thus, the hybrid vehicle 20 can be driven in the reverse direction by reversing the sun gear shaft 51a as the drive shaft. At this time, the torque output from the engine 22 or the like to the carrier 54 is amplified and output to the sun gear shaft 51a as the drive shaft. Thus, in the hybrid vehicle 20 of the embodiment, it is possible to output a large torque to the sun gear shaft 51a as the drive shaft while operating the engine 22 efficiently during backward travel. Therefore, in the hybrid vehicle 20 of the embodiment, it is possible to further improve the energy efficiency and torque characteristics during reverse travel. Of course, even in the reverse travel mode, for example, when the driver depresses the accelerator pedal 83 to request a large torque, at least one of the motors MG1 and MG2 is assisted to assist the engine 22. Alternatively, the drive torque may be output.

[Low-speed forward travel mode]
When the driver sets the D position under the neutral state and the accelerator pedal 83 is depressed, the hybrid ECU 70 makes the gear ratio γ by the CVT 40 larger than the value 1 / (1 + ρ), that is, by the CVT 40. A control signal is given to the CVTECU 49 so that the drive gear 55 connected to the secondary shaft 42 and the ring gear 52 of the planetary gear mechanism 50 are further decelerated. The CVT ECU 49 reduces the groove width of the secondary pulley 44 of the CVT 40 according to the control signal from the hybrid ECU 70 (the diameter increases) or increases the groove width of the primary pulley 43 (the diameter decreases) (in FIG. 5). The hydraulic circuit 48 is controlled. As a result, as indicated by thin solid lines in FIG. 6, the rotational speeds Nd and Nr of the drive gear 55 and the ring gear 52 are reduced, while the drive gear 55 of the sun gear 51 (sun gear shaft 51a) that is the output element of the planetary gear mechanism 50. As a result, the rotational speed Ns in the same direction as that of the ring gear 52 is increased, so that the hybrid vehicle 20 can be started in the forward direction by causing the sun gear shaft 51a as the drive shaft to rotate forward. At this time, the torque output from the engine 22 or the like to the carrier 54 is amplified and output to the sun gear shaft 51a as the drive shaft. Thus, in the hybrid vehicle 20 of the embodiment, when starting in the forward direction, it is possible to output a large torque to the sun gear shaft 51a as the drive shaft while operating the engine 22 efficiently. Therefore, in the hybrid vehicle 20 of the embodiment, it is possible to further improve the energy efficiency and torque characteristics at the start. Further, after starting, the hybrid vehicle 20 can be accelerated in the forward direction while outputting a large torque to the sun gear shaft 51a as a drive shaft by controlling the CVT 40 so that the speed ratio γ becomes larger. . Further, under the low speed forward travel mode, the operating point of the engine 22 is changed while adjusting the speed ratio γ of the CVT 40 to increase the torque from the engine 22, or the engine 22 is connected to at least one of the motors MG1 and MG2. If the drive torque is output so as to assist, the torque characteristics in the low-speed forward travel mode can be further improved. Such a low-speed forward traveling mode is continued until the first transition condition including, for example, that the speed ratio γ by the CVT 40 has decreased to a predetermined value is satisfied, and when the transition condition is satisfied, the operation mode of the hybrid vehicle 20 is Transition from the low-speed forward travel mode to the medium-speed transition mode.

[Medium speed transition mode]
When the first transition condition is satisfied according to the operation of the accelerator pedal 83 by the driver, etc., the hybrid ECU 70 sets the clutch C2 so that the connection between the motor MG1 and the carrier 54 (first carrier shaft 54a) is released. A control signal is given to the actuator. If the clutch C2 is thus turned off and the connection between the motor MG1 and the carrier 54 is released, the primary shaft 41 can be rotated independently of the carrier 54 by the motor MG1, and the hybrid ECU 70 can change the speed ratio γ by the CVT 40. Is maintained at the predetermined value, the rotational speed Nm1 (rotational speed Ni) of the motor MG1 is decreased, and the operating point of the engine 22 is set so that torque based on the required torque is output to the sun gear shaft 51a as the drive shaft. Torque commands for motor MG1 and motor MG2 and a target gear ratio for CVT 40 are set. Engine ECU 24, motor ECU 30, and CVTECU 49 control engine 22, motors MG1, MG2, and CVT 40 in accordance with control signals from hybrid ECU 70, respectively. As a result, as shown by the broken line in FIG. 7, the rotational speeds Nd and Nr of the drive gear 55 connected to the motor MG1 via the CVT 40 and the ring gear 52 of the planetary gear mechanism 50 decrease as the motor MG1 decelerates. Therefore, while increasing the rotational speed Ns (vehicle speed V) of the sun gear 51 (sun gear shaft 51a) to the forward rotation side (forward movement side), the motor MG1 is temporarily stopped as indicated by the solid line in FIG. The rotational speeds Nd and Nr of the drive gear 55 connected to the secondary shaft 42 and the ring gear 52 of the planetary gear mechanism 50 can be set to zero. Note that, under the medium speed transition mode, the motor MG1 generates power because it outputs a downward torque in FIG. 7, and the electric power generated by the motor MG1 is mainly used for charging the battery 35. If necessary, it is used for driving the motor MG2. When the hybrid vehicle 20 is decelerated under the medium speed transition mode, the hybrid ECU 70 maintains the speed ratio γ by the CVT 40 at the predetermined value and increases the rotational speed Nm1 (rotational speed Ni) of the motor MG1 ( The operation point of the engine 22, the torque commands of the motor MG1 and the motor MG2, and the target gear ratio of the CVT 40 are set so that the torque based on the required torque is output to the sun gear shaft 51a as the drive shaft.

[Cruising mode]
The motor MG1 connected to the primary shaft 41 of the CVT 40 is stopped and the drive gear 55 connected to the secondary shaft 42 of the CVT 40 and the ring gear 52 of the planetary gear mechanism 50 are rotated under the above-described medium speed transition mode. 8 is stopped, the brake B1 can be turned on to fix the secondary shaft 42 and the ring gear 52 so that they cannot rotate, and the CVT 40 can be locked. If the ring gear 52 of the planetary gear mechanism 50 is fixed in a non-rotatable manner as described above, the torque output to the carrier 54 by the engine 22 or the like without using the CVT 40 is used as shown in FIG. Can be transmitted to the sun gear 51, that is, the sun gear shaft 51a as a drive shaft. For this reason, in the hybrid vehicle 20 of the embodiment, the driving state and the driver's request (for example, the accelerator opening degree Acc and the degree of variation thereof) before the rotation of the motor MG1 is stopped under the medium speed transition mode are the first. When the transition condition 2 is satisfied, the brake B1 is turned on by the hybrid ECU 70 while the motor MG1 is stopped, the CVT 40 is locked, and the operation mode is shifted from the medium speed transition mode to the cruise transition mode. Under this cruise transition mode, the hybrid ECU 70 sets a torque command for the operating point of the engine 22 and the motor MG2 so that torque based on the required torque is output to the sun gear shaft 51a as the drive shaft, and the engine ECU 24 The motor ECU 30 controls the engine 22 and the motor MG2 in accordance with control signals from the hybrid ECU 70, respectively. Thus, under the cruise traveling mode, the power output to the carrier 54 by the engine 22 or the like can be transmitted to the sun gear shaft 51a as the drive shaft relatively efficiently while eliminating the loss in the CVT 40. Efficiency can be further improved. In this cruise travel mode, from the viewpoint of securing the remaining capacity of the battery 35, the engine 22 may be basically operated at an operation point at which the engine 22 can be efficiently operated and power may be output only to the engine 22. The drive torque may be output to the motor MG2 so as to assist the engine 22 as necessary. Further, the battery 35 may be charged with the electric power generated by the motor MG2 by causing the motor MG2 to generate electric power using a part (or all) of the power from the engine 22.

[High-speed driving mode]
When the motor MG1 is stopped and the rotation of the ring gear 52 of the planetary gear mechanism 50 is stopped under the above-described medium speed transition mode, a third transition condition different from the second transition condition is satisfied. When the vehicle is in a cruising mode, or when the driver requests a gentle acceleration, the driving mode of the hybrid vehicle 20 shifts from the medium speed transition mode or the cruising mode to the high speed mode. When shifting the operation mode of the hybrid vehicle 20 to the high-speed driving mode, the hybrid ECU 70 uses the brake B1 actuator so that the ring gear 52 of the planetary gear mechanism 50 and the lock of the CVT 40 are released if the brake B1 is turned on. Give a control signal. With the brake B1 (and the clutch C2) turned off in this way (see FIG. 9), the hybrid ECU 70 operates in a direction opposite to that when the motor MG1 executes the low-speed forward travel mode or the like, that is, the carrier 54 of the planetary gear mechanism 50. Is set in the engine 22 operating point, the torque command for the motors MG1 and MG2, and the target gear ratio of the CVT 40 so that the torque based on the required torque is output to the sun gear shaft 51a as the drive shaft. Engine ECU 24, motor ECU 30, and CVTECU 49 control engine 22, motors MG1, MG2, and CVT 40 in accordance with control signals from hybrid ECU 70, respectively. That is, in the state where the connection between the motor MG1 and the carrier 54 is released by the clutch C2, the primary shaft 41 can be rotated in the opposite direction to the carrier 54 by the motor MG1, and as shown by a solid line in FIG. In addition, if the rotational speed Nm1 (rotational speed Ni) of the motor MG1 is increased in the direction opposite to the carrier 54 (negative side), the drive gear 55 connected to the secondary shaft 42 of the CVT 40 and the ring gear of the planetary gear mechanism 50 are used. 52 can be rotated in the opposite direction to the carrier 54, and its rotational speed NNd, Nr, etc. can be increased to the negative side. In addition, as indicated by the white arrow in FIG. 9, the gear ratio γ by the CVT 40 can be further reduced by reducing the groove width of the primary pulley 43 of the CVT 40 or increasing the groove width of the secondary pulley 44. For example, as indicated by a two-dot chain line in FIG. 10, the rotational speeds Nd and Nr of the drive gear 55 and the ring gear 52 of the planetary gear mechanism 50 can be further increased to the negative side. The higher the rotational speeds Nd and Nr in the direction opposite to the carrier 54 of the drive gear 55 and the ring gear 52 of the planetary gear mechanism 50, the higher the carrier 54 and the output element that are the first input elements of the planetary gear mechanism 50. The gear ratio α between the sun gear 51, that is, the sun gear shaft 51a as a drive shaft, is made smaller (the speed increasing ratio is made larger) to increase the rotational speed on the forward rotation side of the sun gear shaft 51a, that is, the vehicle speed V. It becomes possible. Under such a high-speed traveling mode, the viewpoint of securing the remaining capacity of the battery 35 when there is little need to output a large torque to the sun gear shaft 51a as the drive shaft, especially when cruising at a very high speed. Then, the motor MG2 may be caused to generate power using part (or all) of the power from the engine 22, and the motor MG1 may be driven by the power generated by the motor MG2, or the battery 35 may be charged. . Of course, even in the high-speed driving mode, when the remaining capacity of the battery 35 is sufficient, the motor MG1 is driven by the power from the battery 35 and the engine 22 is operated at an operating point at which the engine 22 can be efficiently operated. However, the drive torque may be output to the motor MG2 so as to assist the engine 22 constantly or as necessary.

[High power running mode]
When the motor MG1 is stopped and the rotation of the ring gear 52 of the planetary gear mechanism 50 is stopped under the medium speed transition mode, the fourth transition condition different from the second and third transition conditions is satisfied. When established or when the driver makes a steep acceleration request under the cruise driving mode, the driving mode of the hybrid vehicle 20 shifts from the medium speed transition mode or the cruise driving mode to the high output driving mode. To do. When the operation mode of the hybrid vehicle 20 is shifted to the high-power travel mode, the hybrid ECU 70 operates the engine 22 operation point and the motors MG1 and MG2 so that torque based on the required torque is output to the sun gear shaft 51a as the drive shaft. If the brake B1 is not turned on, a control signal is given to the actuator of the brake B1 so that the ring gear 52 and the CVT 40 of the planetary gear mechanism 50 are locked while the brake B1 is turned on. A control signal is applied to the clutch C1 so that the motor MG1 is disconnected from the CVT 40. When the brake B1 is turned on and the clutch C1 is turned off, the hybrid ECU 70 synchronizes the rotation of the motor MG1 with the carrier 54 and outputs the torque based on the required torque to the sun gear shaft 51a as the drive shaft. A torque command for 22 operation points and motors MG1 and MG2 is set. Then, the hybrid ECU 70 gives a control signal to the clutch C2 so that the rotation shaft MS1 of the motor MG1 and the first carrier shaft 54a are connected when the motor MG1 is rotationally synchronized with the carrier 54, as shown in FIG. After the clutch C2 is turned on, a torque command for the operating point of the engine 22 and the motors MG1 and MG2 is set so that torque based on the required torque is output to the sun gear shaft 51a as the drive shaft. During this time, the engine ECU 24 and the motor ECU 30 control the engine 22 and the motors MG1 and MG2 in accordance with control signals from the hybrid ECU 70, respectively. As a result, under the high-power traveling mode, the power output from all of the engine 22 and the motors MG1 and MG2 to the carrier 54 is eliminated via the planetary gear mechanism 50 while eliminating the loss in the CVT 40. Since it can transmit to the axis | shaft 51a, it becomes possible to improve the acceleration performance at the time of the high-speed driving | running | working of the hybrid vehicle 20 more. In the state where the clutch C1 is turned off and the clutches C2 to C4 are turned on as shown in FIG. 11, instead of outputting drive torque to assist the engine 22 to both the motors MG1 and MG2 as described above. The motor MG1 may be driven by the electric power generated by the motor MG2 by causing the motor MG2 to generate power using a part of the power from the engine 22.

  As described above, in the hybrid vehicle 20 of the embodiment, the rotational speeds Nd and Nr of the drive gear 55 connected to the secondary shaft 42 of the CVT 40 and the ring gear 52 of the planetary gear mechanism 50 are continuously within a range including the value 0. By changing the speed, the forward and reverse rotation of the sun gear shaft 51a as the drive shaft, that is, the hybrid vehicle 20 can travel in the forward direction and the reverse direction, and the carrier 54, that is, the engine 22 and the motors MG1 and MG2 during forward travel. And the sun gear shaft 51a as the drive shaft can be made larger. The operation when the hybrid vehicle 20 is accelerated in the forward direction has been described so far with reference to FIGS. 4 to 11. However, when the hybrid vehicle 20 that is traveling at high speed is decelerated, the basic operation is as follows. Therefore, the engine 22, the motors MG1, MG2, CVT 40, the clutches C1 to C4, and the brake B1 may be controlled according to a procedure reverse to the above procedure.

[Motor drive mode]
Next, a motor travel mode in which the hybrid vehicle 20 travels while outputting power from at least one of the motors MG1 and MG2 to the sun gear shaft 51a as a drive shaft in a state where the engine 22 is stopped will be described.

  In the hybrid vehicle 20 of the embodiment, as shown in FIG. 12, the clutches C1 to C3 are turned on and the clutch C4 is turned off so that the connection between the motor MG2 and the crankshaft 23 of the engine 22 is released. The rotation speed Nc of the carrier 54 is set to a predetermined value so that at least one of MG2 outputs power to the carrier 54, and the sun gear 51 (sun gear shaft 51a of the carrier 54 and the planetary gear mechanism 50 is set using the CVT 40. ), The “neutral state” in the motor operation mode can be set. If the CVT 40 is controlled so that the gear ratio γ is smaller than the value 1 / (1 + ρ) under such a neutral state, the hybrid vehicle 20 travels in the reverse direction by reversing the sun gear shaft 51a as the drive shaft. (Reverse motor travel mode). At this time, torque output from at least one of the motors MG1 and MG2 to the carrier 54 is amplified and output to the sun gear shaft 51a as a drive shaft, and both the motors MG1 and MG2 are connected to the carrier. If power is output to 54, it is possible to output a large torque to the sun gear shaft 51a as the drive shaft when traveling in the reverse direction under the motor travel mode. Also, if the CVT 40 is controlled so that the gear ratio γ is greater than the value 1 / (1 + ρ) under the neutral state, the sun gear shaft 51a as the drive shaft is rotated forward to move the hybrid vehicle 20 in the forward direction. It is possible to run (low speed forward motor running mode). At this time, torque output from at least one of the motors MG1 and MG2 to the carrier 54 is amplified and output to the sun gear shaft 51a as a drive shaft, and both the motors MG1 and MG2 are connected to the carrier. If power is output to 54, it is possible to output a large torque to the sun gear shaft 51a as the drive shaft when traveling (starting) in the forward direction under the motor traveling mode.

  If the motor MG2 outputs torque based on the required torque to the sun gear shaft 51a as the drive shaft while traveling in the state shown in FIG. 12 (under the low-speed forward motor travel mode). The clutch C2 is turned off to release the connection between the motor MG1 and the first carrier shaft 54a (carrier 54), and the rotational speed Nm1 (rotational speed Ni) of the motor MG1 is reduced and connected to the secondary shaft 42 of the CVT 40. The rotation of the drive gear 55 and the ring gear 52 of the planetary gear mechanism 50 can be stopped. When the motor MG1 is stopped and the rotation of the drive gear 55 and the ring gear 52 of the planetary gear mechanism 50 is stopped, the brake B1 is turned on to fix the secondary shaft 42 and the ring gear 52 so as not to rotate as shown in FIG. In addition, if the CVT 40 is locked, the power output to the carrier 54 by the motor MG2 can be transmitted to the sun gear shaft 51a as a drive shaft relatively efficiently while losing the loss in the CVT 40 (cruising motor travel mode). ). While the vehicle is traveling in the state shown in FIG. 13 (under the cruise motor traveling mode), the motor MG2 outputs torque based on the required torque to the sun gear shaft 51a as the drive shaft, If C1 is turned off and motor MG1 is disconnected from CVT 40 and motor MG1 is rotationally synchronized with carrier 54, clutch C2 is turned on and motor MG1 and carrier 54 (first carrier shaft 54a) are turned on as shown in FIG. Can be connected. Thereby, after the clutch C2 is turned on, it becomes possible to transmit the power output from both the motors MG1 and MG2 to the carrier 54 to the sun gear shaft 51a as the drive shaft while eliminating the loss in the CVT 40. The acceleration performance and high-speed traveling performance of the hybrid vehicle 20 in the traveling mode can be improved (high output motor traveling mode). Further, when the clutches C1 and C3 are turned on and the clutches C2 and C4 and the brake B1 are turned off (not shown), the rotational speed Nm1 (rotation) of the motor MG1 is rotated in the same manner as in the high-speed traveling mode during operation of the engine 22. The speed Ni) is increased in the direction opposite to the rotation direction of the carrier 54, and the gear ratio γ of the CVT 40 is appropriately changed, so that the carrier 54 of the planetary gear mechanism 50 and the sun gear 51 that is the output element, that is, the drive shaft It is also possible to increase the rotational speed on the forward rotation side of the sun gear shaft 51a, that is, the vehicle speed V by decreasing the gear ratio α with the sun gear shaft 51a (increasing the speed increasing ratio) (high speed motor traveling mode). ). While such a motor travel mode is executed, the clutch C4 is always turned off and the connection between the motor MG2 and the crankshaft 23 of the engine 22 is released, so that the motor MG1 and the engine MG1 It becomes possible to output power from at least one of the MGs 2 to the sun gear shaft 51a as a drive shaft.

  In addition, in the hybrid vehicle 20 of the embodiment, as shown in FIGS. 15 and 16, if the clutch C3 is turned off to disconnect the carrier 54 (second carrier shaft 54b) and the motor MG2, the engine 22 and the motor MG2 can be disconnected from the motor MG1, the CVT 40, etc. at the same time. Thus, when the clutch C3 is turned off and the connection between the carrier 54 and the motor MG2 is released, as shown in FIG. 15, if the clutches C1 and C2 are turned on and the brake B1 is turned off, the motor Power from only MG1 is applied to the carrier 54 of the planetary gear mechanism 50 and also applied to the ring gear 52 of the planetary gear mechanism 50 via the CVT 40 and the drive gear 55 to be transmitted to the sun gear 51, that is, the sun gear shaft 51a as the drive shaft. Is possible. When the clutch C3 is turned off and the connection between the carrier 54 and the motor MG2 is released, as shown in FIG. 16, if the clutch C1 is turned off and the clutch C2 and the brake B1 are turned on, the motor It becomes possible to transmit the power output from only MG1 to the carrier 54 to the sun gear shaft 51a as the drive shaft via the planetary gear mechanism 50. Then, with the clutch C3 turned off and the clutch C4 turned on, the motor MG2 generates power using all of the power from the engine 22, and the obtained power is used to drive the motor MG1. By charging the battery 35 with electric power and driving the motor MG1 with the electric power from the battery 35, the hybrid vehicle 20 can function as a so-called series type hybrid vehicle.

  When starting the engine 22 that is stopped under the motor travel mode, if the clutch C3 is turned on, the clutch C3 is turned off and the carrier 54 (first carrier shaft 54a) and the motor MG2 are turned on. Is disconnected. Furthermore, if the motor MG2 is operated, the motor MG2 is controlled so that the rotational speed Nm2 is decreased, and the motor MG2 is once stopped. Next, when the motor MG2 is stopped, the clutch C4 is turned on, the motor MG2 and the crankshaft 23 of the engine 22 are connected, and the motor MG1 is output such that torque based on the required torque is output to the sun gear shaft 51a as the drive shaft. (And CVT 40) are controlled, and motor MG2 is controlled to crank engine 22 using the electric power from battery 35. When fuel injection control and ignition control are started at a predetermined timing after the start of cranking by the motor MG2, and complete explosion of the engine 22 is confirmed, torque based on the required torque is applied to the sun gear shaft 51a as the drive shaft. The engine 22 and the motors MG1 and MG2 (CVT 40) are controlled so that the carrier 54 and the motor MG2 (crankshaft 23) are rotationally synchronized with each other. Thereafter, when the carrier 54 and the motor MG2 are rotationally synchronized, the clutch C3 is turned on. When the clutch C3 is turned on, the control for running the hybrid vehicle 20 with the operation of the engine 22 is started. become.

[Other operations]
Since the hybrid vehicle 20 of the embodiment has two motors MG1 and MG2, when the brake pedal 85 is depressed by the driver during traveling, the kinetic energy is generated by regeneration of at least one of the motors MG1 and MG2. Can be output to the sun gear shaft 51a as a drive shaft by converting the power into electric energy. When the driver depresses the brake pedal 85 with at least the clutches C1 to C3 turned on, the clutch C2 is turned off and the connection between the motor MG1 and the carrier 54 (first carrier shaft 54a) is released. The motor MG1 and the motor MG2 can be controlled independently and energy can be efficiently recovered by both the motors MG1 and MG2. That is, when the brake pedal 85 is depressed by the driver, the clutch C2 is turned off and the rotational speed Nm1 of the motor MG1 is kept high by using the CVT 40, so that regenerative braking cannot be executed normally. Even when the rotational speed Ns of the sun gear shaft 51a, that is, the vehicle speed V decreases, the energy recovery by the motor MG1 is continued, whereby the energy efficiency of the hybrid vehicle 20 can be improved. When the driver depresses the brake pedal 85 while the motor MG2 and the crankshaft 23 of the engine 22 are connected by the clutch C4, the clutch C4 is turned off and the motor MG2 and the crankshaft 23 of the engine 22 are not connected. The connection may be released, and braking torque (engine braking) due to friction of the engine 22 may be used while the clutch C4 is kept on.

  As described above, in the hybrid vehicle 20 of the embodiment, the CVT 40, the planetary gear mechanism 50, and the drive gear 55 are carriers that are the first input elements of the primary shaft 41 of the CVT 40 and the planetary gear mechanism 50 by the clutches C1 and C2. 54 are connected to each other to form a so-called infinite transmission (IVT), and power from at least one of the engine 22 and the motors MG1 and MG2 is applied to the carrier 54 and the CVT 40 Torque circulation is applied to the ring gear 52 which is the second input element of the planetary gear mechanism 50 via the drive gear 55 and thereby the carrier 54 of the planetary gear mechanism 50 and the sun gear 51 which is the output element, that is, the drive The speed ratio α with the sun gear shaft 51a as a shaft is theoretically determined. And it can be set to limit large. In this way, by setting the transmission ratio α between the carrier 54 and the sun gear 51 of the planetary gear mechanism 50 to substantially infinite using the CVT 40, the engine 22 or the like connected to the carrier 54 can be made efficient, for example. The rotation of the sun gear 51 and the sun gear shaft 51a can be stopped even when the vehicle is operated at an arbitrary rotational speed capable of improving the speed. If the speed change state of the CVT 40 is changed in this state, the sun gear 51 and the sun gear shaft 51a can be rotated to the forward rotation side or the reverse rotation side. In particular, the rotation speed Ns of the sun gear shaft 51a as the drive shaft, that is, the vehicle speed V When the engine speed is low, it is possible to amplify torque from at least one of the engine 22 and the motors MG1 and MG2 and efficiently output large torque to the sun gear shaft 51a. That is, if the speed change state of the CVT 40 is changed to the speed increasing side while the speed change ratio α between the carrier 54 of the planetary gear mechanism 50 and the sun gear 51 is substantially infinite, the secondary shaft 42 of the CVT 40 The rotational speeds Nd and Nr between the connected drive gear 55 and the ring gear 52 of the planetary gear mechanism 50 are increased, and accordingly, the sun gear 51 is output to the sun gear 51 of the planetary gear mechanism 50 while the drive gear 55 or the ring gear. It is possible to drive the hybrid vehicle 20 in the reverse direction by rotating in the direction opposite to the rotation direction of 52, that is, by rotating the sun gear shaft 51a in reverse while outputting a large torque to the sun gear shaft 51a as a drive shaft. Reverse drive mode, reverse motor drive mode). Further, if the speed change state of the CVT 40 is changed to the deceleration side while the speed ratio α is set to be substantially infinite, the drive gear 55 and the planetary gear mechanism 50 connected to the secondary shaft 42 of the CVT 40 are used. The rotational speeds Nd and Nr with the ring gear 52 of the planetary gear mechanism 50 are reduced, and a large torque is output to the sun gear 51 of the planetary gear mechanism 50, and the sun gear 51 rotates in the same direction as the drive gear 55 and the ring gear 52. The rotational speed Ns is increased, that is, the sun gear shaft 51a is rotated in the forward direction while outputting a large torque to the sun gear shaft 51a as a drive shaft, and the hybrid vehicle 20 is moved forward while the vehicle speed V is increased. (Low speed forward travel mode, low speed forward motor travel mode). Further, when the clutch C2 is turned off and the connection between the primary shaft 41 of the CVT 40 and the carrier 54 is released, the secondary shaft 42 and the drive gear 55 are connected to the carrier of the planetary gear mechanism 50 via the primary shaft 41 of the CVT 40 by the motor MG1. It can be rotated independently of 54. In this state, the rotation of the motor MG1 connected to the primary shaft 41 of the CVT 40 is controlled, and further the speed change state of the CVT 40 is appropriately changed, so that the carrier 54 of the planetary gear mechanism 50, that is, the engine 22, the motor MG1, etc. And the sun gear 51 and the sun gear shaft 51a of the planetary gear mechanism 50 can be made smaller (the speed increasing ratio can be made smaller). That is, the motor MG1 is decelerated while the connection between the primary shaft 41 of the CVT 40 and the carrier 54 of the planetary gear mechanism 50 is released, or the rotational speed Nm1 of the motor MG1 is set in the opposite direction, that is, the planetary gear mechanism 50 If the height is increased in the direction opposite to the carrier 54, the drive gear 55 connected to the secondary shaft 42 of the CVT 40 and the ring gear 52 of the planetary gear mechanism 50 are rotated in the direction opposite to the carrier 54 and the respective rotational speeds Nd, Nr can be increased (medium speed transition mode, high speed travel mode, high speed motor travel mode). At this time, if the speed change state of the CVT 40 is further changed to the speed increasing side, the rotational speeds Nd and Nr of the drive gear 55 and the ring gear 52 can be made higher than the direction opposite to the carrier 54. The higher the rotational speeds Nd and Nr in the direction opposite to the carrier 54 of the drive gear 55 and the ring gear 52, the higher the gear ratio α between the carrier 54 of the planetary gear mechanism 50 and the sun gear 51 (sun gear shaft 51a). The rotational speed Ns on the forward rotation side of the sun gear shaft 51a as the drive shaft, that is, the vehicle speed V can be increased by making it smaller (increase the speed increasing ratio). Thus, in the hybrid vehicle 20 of the embodiment, when the engine 22, the motors MG1 and MG2, and the primary shaft 41 of the CVT 40 are connected to the carrier 54 of the planetary gear mechanism 50, the sun gear shaft 51a as a drive shaft is required. Engine 22, motors MG <b> 1 and MG <b> 2, and CVT 40 are controlled so that torque based on the torque is output. When the engine 22 and the motor MG2 are connected to the carrier 54 of the planetary gear mechanism 50 and the connection between the carrier 54 and the primary shaft 41 of the CVT 40 is released, the motor MG1 is decelerated or the motor MG1 is Engine 22, motors MG 1, MG 2, and CVT 40 are controlled such that torque based on the required torque is output to sun gear shaft 51 a as a drive shaft while rotating in the opposite direction to carrier 54 of gear mechanism 50. As a result, in the hybrid vehicle 20, the speed ratio width between the engine 22 and the motors MG1, MG2 and the sun gear shaft 51a as the drive shaft is increased, and the rotation speed Ns of the sun gear shaft 51a is rotated from the low speed range. Energy efficiency and torque characteristics can be improved in a very wide operating range up to a high speed range where the speed increases.

  In the hybrid vehicle 20 of the embodiment, the planetary gear mechanism 50 is disposed between the engine 22 and the CVT 40, and the primary shaft 41 of the CVT 40, the motor MG1 rotation shaft MS1, and the clutches C1 and C2 are formed hollow. The sun gear shaft 51a as the drive shaft is disposed so as to penetrate the primary shaft 41, the rotation shaft MS1 of the motor MG1, and the clutches C1 and C2. As a result, the carrier 54 of the planetary gear mechanism 50 and the sun gear shaft 51a as the drive shaft can be arranged coaxially with the engine 22, the primary shaft 41 of the CVT 40, the motors MG1, MG2, and the like. In addition, the power output device including the MG2, the CVT 40, the planetary gear mechanism 50, the drive gear 55, and the like can be made compact and excellent in mountability and suitable for the hybrid vehicle 20 that travels mainly by driving the rear wheels. The planetary gear mechanism 50 includes a carrier 54 as a first input element, a ring gear 52 as a second input element that meshes with a pinion gear 53 held by the carrier 54, and a pinion gear 53 held by the carrier 54. If a single pinion planetary gear mechanism including a sun gear 51 as an output element that meshes with the hybrid vehicle 20 can be made compact while suppressing an increase in the number of parts. However, the planetary gear mechanism 50 may be of a double pinion type.

  Further, the hybrid vehicle 20 of the embodiment has a brake B1 that can fix the ring gear 52 of the planetary gear mechanism 50 in a non-rotatable manner, and the engine 22 and the motor MG2 are connected to the carrier 54 of the planetary gear mechanism 50 by the clutches C3 and C4. And the like, the connection between the carrier 54 and the primary shaft 41 of the CVT 40 is released by the clutch C2, and the ring gear 52 of the planetary gear mechanism 50 is fixed non-rotatably by the brake B1. At least one of the engine 22 and the motor MG2 is controlled so that a torque based on the required torque is output to the shaft 51a (cruising traveling mode, cruising motor traveling mode). In this way, the rotational speed Ns of the drive gear 55 connected to the secondary shaft 42 of the CVT 40 and the ring gear 52 of the planetary gear mechanism 50 is set to 0, and the ring gear 52 (secondary shaft of the CVT 40) of the planetary gear mechanism 50 is set by the brake B1. 42) is fixed to be non-rotatable, the torque from at least one of the engine 22 and the motor MG2 is applied to the sun gear shaft 51a as the drive shaft via the drive gear 55 and the planetary gear mechanism 50 without using the CVT 40. It is possible to transmit (cruising traveling mode, cruise motor traveling mode). As a result, the power from the engine 22 and the motor MG2 can be efficiently transmitted to the sun gear shaft 51a as the drive shaft while eliminating the loss in the CVT 40, so that the energy efficiency in the hybrid vehicle 20 can be further improved. Become.

  In addition, the hybrid vehicle 20 of the embodiment includes a clutch C1 that executes connection / release of the primary shaft 41 of the CVT 40 and the rotation shaft MS1 of the motor MG1, and a carrier of the rotation shaft MS1 of the motor MG1 and the planetary gear mechanism 50. 54 and a clutch C2 for executing the release of the connection. Thus, if the connection between the rotation shaft MS1 of the motor MG1 and the carrier 54 is released by the clutch C2, the connection between the primary shaft 41 of the CVT 40 and the carrier 54 of the planetary gear mechanism 50 can be released. Furthermore, the primary shaft 41 of the CVT 40 and the rotation shaft MS1 of the motor MG1 are connected by the clutch C1, and the connection between the rotation shaft MS1 of the motor MG1 and the carrier 54 of the planetary gear mechanism 50 is released by the clutch C2. If the motor MG1 is decelerated to stop the rotation of the secondary shaft 42 of the CVT 40, the ring gear 52 of the planetary gear mechanism 50 can be fixed to be non-rotatable by the brake B1. Then, the clutch C1 releases the connection between the primary shaft 41 of the CVT 40 and the rotation shaft MS1 of the motor MG1, the clutch C2 connects the rotation shaft MS1 of the motor MG1 and the carrier 54 of the planetary gear mechanism 50, and the brake B1. In a state where the ring gear 52 of the planetary gear mechanism 50 is fixed in a non-rotatable manner, the engine 22 and the motors MG1 and MG2 or the motor MG1 and the motor MG1 and so that torque based on the required torque is output to the sun gear shaft 51a as the drive shaft If MG2 is controlled, it becomes possible to transmit power from all of engine 22 and motors MG1 and MG2 or from both motors MG1 and MG2 to the drive shaft via planetary gear mechanism 50. As a result, the power from the engine 22 and the motors MG1, MG2 is efficiently transmitted to the sun gear shaft 51a while eliminating the loss in the CVT 40, and the performance in the hybrid vehicle 20, particularly the acceleration performance during high-speed driving, is further improved. It becomes possible.

  Furthermore, the hybrid vehicle 20 of the embodiment includes a clutch C3 that executes connection and release of the carrier 54 of the planetary gear mechanism 50 and the rotation shaft MS2 of the motor MG2. Thus, the primary shaft 41 of the CVT 40 and the carrier 54 of the planetary gear mechanism 50 are connected by the clutches C1 and C2, and the connection of the carrier 54 of the planetary gear mechanism 50, the motor MG2, and the engine 22 is released by the clutch C2. In the state, power from only the motor MG1 is applied to the carrier 54 and also applied to the ring gear 52 of the planetary gear mechanism 50 via the CVT 40 and the drive gear 55, and torque based on the required torque is applied to the sun gear shaft 51a as the drive shaft. It is possible to communicate. In addition, the hybrid vehicle 20 of the embodiment including a so-called 2-motor-1 engine type power output device has a clutch C4 that performs connection between the motor MG2 and the engine 22 and release of the connection. Thus, by releasing the connection between the motor MG2 and the engine 22 by the clutch C4, it becomes possible to avoid the engine 22 from being rotated when the operation of the engine 22 is stopped. Further, in the hybrid vehicle 20 of the above-described embodiment, one of the motors MG1 and MG2 does not become excessively larger than the other, so that the motors MG1 and MG2 having the same specifications (same size) can be adopted. Thus, the productivity of the hybrid vehicle 20 can be improved.

  FIG. 17 is a schematic configuration diagram of a hybrid vehicle 20B that is a vehicle according to a modification of the present invention. The hybrid vehicle 20B shown in the figure includes an engine 22 as a power generation source, a single motor MG, a battery 35 that can exchange electric power with the motor MG, a so-called belt-type continuously variable transmission unit (hereinafter referred to as “CVT”). 40, a three-element planetary gear mechanism 50, a drive gear (rotating element) 55 constituting an infinite transmission, a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 for controlling the entire hybrid vehicle 20, and the like Is included. That is, the hybrid vehicle 20B corresponds to a motor in which the motor MG1 of the hybrid 20 shown in FIG. 1 is used as the motor MG and the motor MG2 and the clutch C4 are omitted from the hybrid vehicle 20. Further, in the hybrid vehicle 20B, the clutch C3 executes connection between the second carrier shaft 54b (carrier 54) and the crankshaft 23 of the engine 22 and release of the connection. Further, in the hybrid vehicle 20B, a starter motor 29 controlled by the engine ECU 24 is connected to the crankshaft 23 of the engine 22 via a gear train. Also in the 1 motor-1 engine type hybrid vehicle 20B configured as described above, the reverse travel mode (reverse motor travel mode), the low speed forward travel mode (low speed forward motor travel mode), and the medium speed transition in the hybrid vehicle 20 described above. It is possible to realize traveling under the same traveling mode as the mode, cruise traveling mode (cruising motor traveling mode), high-speed traveling mode, and high-power traveling mode.

  FIG. 18 is a schematic configuration diagram of an electric vehicle 200 that is a vehicle according to a modification of the present invention. The electric vehicle 200 shown in the figure corresponds to the hybrid vehicle 20 in which the engine 22 and the clutches C3 and C4 are omitted, and the rotation shaft MS2 of the motor MG2 is directly connected to the carrier 54 of the planetary gear mechanism 50. Also in the two-motor electric vehicle 200 configured as described above, the reverse motor traveling mode, the low speed forward motor traveling mode, the medium speed transition mode, the cruise motor traveling mode, the high speed motor traveling mode, and the high output in the hybrid vehicle 20 described above. Travel under a travel mode similar to the motor travel mode can be realized. Further, for electric vehicle 200, a clutch for executing connection between carrier 54 and motor MG2 and release of the connection may be provided.

  In the hybrid vehicles 20 and 20B and the electric vehicle 200, the brake B1 may be omitted. Furthermore, although the hybrid vehicle 20 of the above embodiment has been described as starting the engine 22 by cranking the motor 22 with the motor MG2, the hybrid vehicle 20 includes a starter (starter motor) for starting the engine 22 with respect to the hybrid vehicle 20. Needless to say, it may be. Moreover, the hybrid vehicles 20 and 20B and the electric vehicle 200 may be configured as vehicles of a type that rotates the entire cabin including the driver's seat. In the embodiments and modifications described above, the power output device is described as being mounted on the hybrid vehicle 20 or the like. However, the power output device according to the present invention can be applied to a moving body such as a vehicle other than an automobile, a ship, and an aircraft. It may be mounted, or may be incorporated in a fixed facility such as a construction facility.

  Here, the correspondence between the main elements of the above-described embodiments and modifications and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiment and modification, the engine 22 as the “internal combustion engine” and the motor MG2 as the “second electric motor” correspond to the “power generation source”, and the power input to the primary shaft 41 is continuously variable. The CVT 40 that can be output to the secondary shaft 42 corresponds to a “continuously variable transmission”, the drive gear 55 connected to the secondary shaft 42 of the CVT 40 corresponds to a “rotating element”, and the motor MG 2, the engine 22, A carrier 54 that can be connected to the secondary shaft 42 of the CVT 40, a ring gear 52 that can rotate in the same direction as the drive gear 55 in conjunction with the drive gear 55, and a sun gear 51 that is connected to a sun gear shaft 51a as a drive shaft. Including the planetary gear mechanism 50 corresponds to a “planetary gear mechanism”, and the clutches C1 and C2 are connected and disconnected. It corresponds to "motor MG and MG1 corresponds to a" motor ", the battery 35 corresponds to" accumulator ". Further, the combination of the hybrid ECU 70, the engine 22, the motor ECU 30, and the CVTECU 49 corresponds to “control means”, and the brake B1 that can fix the ring gear 52 of the planetary gear mechanism 50 in a non-rotatable manner corresponds to “element fixing means”. The clutch C1 that executes the connection between the primary shaft 41 of the CVT 40 and the rotation shaft MS1 of the motor MG1 and the release of the connection corresponds to the “first connection / disconnection means”, and the rotation shaft MS1 of the motor MG1 and the first carrier shaft The clutch C2 that executes the connection with the connection 54a and the release of the connection corresponds to the “second connection / disconnection means”, and performs the connection between the second carrier shaft 54b and the rotation shaft MS2 of the motor MG2 and the release of the connection. The clutch C3 to be operated corresponds to “another connection / disconnection means”, the motor MG2 corresponds to a “second electric motor”, and the motor M Clutch C4 to perform a connection and a release of the connection between the crankshaft 23 of the 2 and the engine 22 corresponds to "engine connection disconnection device". However, the “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon-based fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. The “continuously variable transmission” is not limited to the belt-type CVT 40, and any toroidal continuously variable transmission or counter rotor can be used as long as it can continuously change the power input to the input shaft and output it to the output shaft. Any other type such as an electric continuously variable transmission including an electric motor may be used. The “planetary gear mechanism” is connected to at least a first input element connected to a power generation source, a second input element that can rotate in the same direction as the rotation element in conjunction with the rotation element, and a drive shaft. Any type other than the single pinion type planetary gear mechanism 50 may be used. The "first, second, third and engine connection / disconnection means" and the "element fixing means" are clutches C1 that are dog clutches as long as they perform connection between the corresponding elements and release of the connection. Any other type such as a crimp clutch other than C4 and brake B1 may be used. The “motor” and “second motor” are not limited to synchronous generator motors such as motors MG, MG1, and MG2, but may be of any other type such as an induction motor. The “storage means” is not limited to the secondary battery such as the battery 35, and may be any other type such as a capacitor as long as it can exchange electric power with the motor. The “control means” may be of any type other than the combination of the hybrid ECU 70, the engine ECU 24, the motor ECU 30, and the CVTECU 49. In any case, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems is the same as the means for the embodiments to solve the problems. Since this is an example for specifically explaining the best mode for carrying out the invention described in the column, the elements of the invention described in the column for means for solving the problems are not limited. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

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

1 is a schematic configuration diagram of a hybrid vehicle 20 that is a vehicle according to an embodiment of the present invention. It is explanatory drawing which illustrates the alignment chart showing the relationship of the rotational speed etc. in each element of CVT40, the planetary gear mechanism 50, and the drive gear 55. It is explanatory drawing which illustrates the operation mode of the hybrid vehicle 20 of an Example. It is explanatory drawing which illustrates the state at the time of engine starting of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the reverse drive mode and the low speed forward drive mode of the hybrid vehicle 20 of an Example. It is explanatory drawing which illustrates the alignment chart showing the relationship of the rotational speed etc. in each element of CVT40, the planetary gear mechanism 50, and the drive gear 55 in reverse drive mode and low speed forward drive mode. It is explanatory drawing which illustrates the alignment chart showing the relationship of the rotational speed etc. in each element of CVT40, the planetary gear mechanism 50, and the drive gear 55 in medium speed transfer mode or cruise driving mode. It is explanatory drawing for demonstrating the cruise driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the high-speed driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing which illustrates the collinear diagram showing the relationship of the rotational speed etc. in each element of CVT40, the planetary gear mechanism 50, and the drive gear 55 in high-speed driving mode. It is explanatory drawing for demonstrating the high output driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the motor driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the motor driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the motor driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the motor driving mode of the hybrid vehicle 20 of an Example. It is explanatory drawing for demonstrating the motor driving mode of the hybrid vehicle 20 of an Example. It is a schematic block diagram of the hybrid vehicle 20B which concerns on a modification. It is a schematic block diagram of the electric vehicle 200 which concerns on another modification.

Explanation of symbols

  20, 20B Hybrid vehicle, 22 engine, 23 crankshaft, 24 electronic control unit for engine (engine ECU), 28 damper, 29 starter motor, 30 electronic control unit for motor (motor ECU), 31, 32 inverter, 33, 34 Rotation position detection sensor, 35 battery, 36 battery electronic control unit (battery ECU), 39 power line, 40 continuously variable transmission unit (CVT), 41 primary shaft, 42 secondary shaft, 43 primary pulley, 44 secondary pulley, 45, 46 Hydraulic cylinder, 47 belt, 48 hydraulic circuit, 49 CVT electronic control unit (CVTECU), 50 planetary gear mechanism, 51 sun gear, 51a sun gear shaft (drive shaft), 52 ring gear, 53 pini On gear, 54 carrier, 54a 1st carrier shaft, 54b 2nd carrier shaft, 55 drive gear, 55a drive gear shaft, 56 counter gear, 57 differential gear, 70 electronic control unit for hybrid (hybrid ECU), 72 CPU, 74 ROM , 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal stroke sensor, 87 vehicle speed sensor, 200 electric vehicle, B1 brake, C1 C4 Clutch, DW wheel, MG, MG1, MG2 motor.

Claims (15)

A power output device that outputs power to a drive shaft,
A power generation source capable of outputting power;
A continuously variable transmission capable of continuously changing the power input to the input shaft and outputting it to the output shaft;
A rotating element connected to the output shaft of the continuously variable transmission;
A first input element connected to the power generation source, a second input element rotatable in the same direction as the rotation element in conjunction with the rotation element, and an output element connected to the drive shaft Including a planetary gear mechanism,
Connection / disconnection means capable of executing connection and release of the connection between the input shaft of the continuously variable transmission and the first input element of the planetary gear mechanism;
An electric motor capable of outputting at least power to the input shaft of the continuously variable transmission;
Power storage means capable of exchanging power with the motor;
A power output device comprising: The power output apparatus according to claim 1, wherein
The planetary gear mechanism is disposed between the power generation source and the continuously variable transmission,
The input shaft of the continuously variable transmission, the rotating shaft of the electric motor, and the connection / disconnection means are each formed hollow,
The drive shaft is a power output device that passes through the input shaft of the continuously variable transmission, the rotating shaft of the motor, and the connection / disconnection means. The power output apparatus according to claim 2,
The planetary gear mechanism is held by the planetary carrier as the first input element, the ring gear as the second input element meshing with the pinion gear held by the planetary carrier, and the pinion gear or the planetary carrier. A power output device including a sun gear as the output element meshing with another pinion gear. In the power output device according to any one of claims 1 to 3,
When the power generation source and the input shaft of the continuously variable transmission are connected to the first input element of the planetary gear mechanism, power based on a required driving force required for the drive shaft is The power generation source, the electric motor, and the continuously variable transmission are controlled so as to be output to a shaft, and the power generation source is connected to the first input element of the planetary gear mechanism and the first When the connection between the input element and the input shaft of the continuously variable transmission is released, the electric motor decelerates or the electric motor is in a direction opposite to the first input element of the planetary gear mechanism. A power output device further comprising control means for controlling the power generation source, the electric motor, and the continuously variable transmission so that the power based on the required driving force is output to the drive shaft while rotating. In the power output device according to any one of claims 1 to 4,
A power output apparatus further comprising element fixing means capable of fixing the second input element of the planetary gear mechanism so as not to rotate. The power output device according to claim 5,
The power generation source is connected to the first input element of the planetary gear mechanism, the connection between the first input element and the input shaft of the continuously variable transmission is released, and the planetary gear mechanism Control means for controlling the power generation source so that power based on a required driving force required for the drive shaft is output to the drive shaft when the second input element is fixed to be non-rotatable. Power output device provided. The power output apparatus according to claim 5 or 6,
The connection / disconnection means includes:
First connection / disconnection means for executing connection and release of the connection between the input shaft of the continuously variable transmission and the rotating shaft of the electric motor;
A power output device including a second connection / disconnection means for connecting and releasing the connection between the rotating shaft of the electric motor and the first input element of the planetary gear mechanism. The power output apparatus according to claim 7,
The connection between the input shaft of the continuously variable transmission and the rotating shaft of the electric motor is released, the rotating shaft of the electric motor and the first input element of the planetary gear mechanism are connected, and the element fixing means When the second input element of the planetary gear mechanism is fixed to be non-rotatable, the power generation source and the power source are configured so that power based on the required driving force required for the drive shaft is output to the drive shaft. A power output apparatus further comprising control means for controlling at least one of the electric motor. The power output apparatus according to any one of claims 1 to 8,
A power output device further comprising another connection / disconnection means for performing connection between the first input element of the planetary gear mechanism and the power generation source and release of the connection. The power output apparatus according to claim 9, wherein
When the input shaft of the continuously variable transmission and the electric motor are connected to the first input element of the planetary gear mechanism and the connection between the first input element and the power generation source is released And a power output device further comprising control means for controlling the electric motor and the continuously variable transmission so that power based on a required drive force required for the drive shaft is output to the drive shaft.   11. The power output apparatus according to claim 1, wherein the power generation source is a second electric motor different from the electric motor.   The power output apparatus according to any one of claims 1 to 10, wherein the power generation source is an internal combustion engine.   11. The power output apparatus according to claim 1, wherein the power generation source includes a second electric motor different from the electric motor and an internal combustion engine. The power output apparatus according to claim 13,
A power output apparatus further comprising an engine connection / disconnection means for executing connection / disconnection of the second electric motor and the internal combustion engine. A vehicle having drive wheels coupled to a drive shaft,
A power generation source capable of outputting power;
A continuously variable transmission capable of continuously changing the power input to the input shaft and outputting it to the output shaft;
A rotating element connected to the output shaft of the continuously variable transmission;
A first input element connected to the power generation source, a second input element rotatable in the same direction as the rotation element in conjunction with the rotation element, and an output element connected to the drive shaft Including a planetary gear mechanism,
Connection / disconnection means capable of executing connection and release of the connection between the input shaft of the continuously variable transmission and the first input element of the planetary gear mechanism;
An electric motor capable of outputting at least power to the input shaft of the continuously variable transmission;
Power storage means capable of exchanging power with the motor;
A vehicle comprising:

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