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WO2008029720A1 - Power output device and hybrid vehicle - Google Patents

Power output device and hybrid vehicle Download PDF

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Publication number
WO2008029720A1
WO2008029720A1 PCT/JP2007/066971 JP2007066971W WO2008029720A1 WO 2008029720 A1 WO2008029720 A1 WO 2008029720A1 JP 2007066971 W JP2007066971 W JP 2007066971W WO 2008029720 A1 WO2008029720 A1 WO 2008029720A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
electric motor
motor
shaft
power output
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2007/066971
Other languages
French (fr)
Japanese (ja)
Inventor
Hidehiro Oba
Hiroshi Katsuta
Hideaki Komada
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of WO2008029720A1 publication Critical patent/WO2008029720A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/115—Stepped gearings with planetary gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power-split transmissions with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0806—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts
    • F16H37/0813—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with a plurality of driving or driven shafts with only one input shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a power output device that outputs power to a drive shaft and a hybrid vehicle including the same.
  • an internal combustion engine As this type of power output device, an internal combustion engine, two electric motors, a so-called Ravigne type planetary gear mechanism, and two output elements of the planetary gear mechanism are selectively coupled to an output shaft.
  • a power output apparatus including a parallel shaft type transmission that can be used is known (for example, see Patent Document 1).
  • This power output device is intended for a front-wheel drive vehicle.
  • the internal combustion engine In this power output device, the internal combustion engine is disposed horizontally, the internal combustion engine and the planetary gear mechanism, two electric motors, and a parallel shaft type speed change. The rotating shafts of the machine will extend parallel to each other.
  • a planetary gear device including an input element connected to an internal combustion engine and two output elements, and a parallel shaft transmission including a countershaft respectively connected to a corresponding output element of the planetary gear mechanism, (For example, refer to Patent Document 2).
  • the two output elements of the planetary gear device are respectively fixed to the inner circumference of the corresponding rotor of the electric drive unit.
  • a power distribution mechanism including an input element connected to the internal combustion engine, a reaction force element connected to the first motor 'generator, and an output element connected to the second motor' generator, and an output
  • an output There is also known one provided with two clutches for selectively connecting an axle shaft as a member to an output element and a reaction force element of a power distribution mechanism (for example, see Patent Document 3).
  • the reaction force element of the power distribution mechanism is connected to the output member and the connection between the output element and the output member is released.
  • the two clutches are controlled, thereby suppressing the occurrence of power circulation that drives the first motor 'generator by the electric power generated by the second motor' generator using a part of the power of the output member.
  • Patent Document 1 JP 2005-155891 A Patent Document 2: Japanese Patent Laid-Open No. 2003-106389
  • Patent Document 3 Japanese Patent Laid-Open No. 2005-125876
  • the power output described in Patent Document 1 is mainly applied to a vehicle that travels by driving rear wheels, that is, a general rear wheel drive vehicle, a rear wheel drive base four wheel drive vehicle, or the like. It is difficult to adopt the equipment because of the mounting space.
  • the power output device described in Patent Document 2 is considered to be intended for rear-wheel drive vehicles, but requires a rotor with a large diameter and has a problem with the mountability of the electric drive unit. Therefore, it must be said that the feasibility is low.
  • this type of power output device is applied mainly to a vehicle that travels by driving the rear wheels, it is necessary to improve the power transmission efficiency in a wider travel region. The output device still has room for improvement.
  • an object of the present invention is to provide a power output device that is compact and excellent in mountability, and that is suitable for a vehicle that travels mainly by driving a rear wheel, and a hybrid vehicle including the same.
  • Another object of the present invention is to provide a power output apparatus capable of improving power transmission efficiency in a wider driving range and a hybrid vehicle equipped with the power output apparatus.
  • a power output apparatus includes:
  • a power output device that outputs power to a drive shaft
  • a first electric motor that can input and output power
  • a second electric motor capable of inputting / outputting power and arranged coaxially with the first electric motor, and being arranged coaxially with both electric motors between the first electric motor and the second electric motor;
  • the first element connected to the rotating shaft of the electric motor, the second element connected to the rotating shaft of the second electric motor, and the third element connected to the engine shaft of the internal combustion engine, and these three elements are A differential rotation mechanism configured to be capable of differential rotation with each other;
  • the first element and the second element of the power distribution and integration mechanism can be selectively connected to the drive shaft, and the power output from the power distribution and integration mechanism via the first element and the power Shift transmission means capable of selectively transmitting the power output from the distribution integration mechanism via the second element to the drive shaft at a predetermined speed ratio;
  • the differential rotation mechanism is disposed coaxially with both motors between the first and second motors disposed coaxially with each other. Accordingly, since the first and second motors having smaller radial sizes can be used and the power output device can be mounted in the front-rear direction of the vehicle, the rear wheels are mainly compact and excellent in mountability. It is possible to realize a power output device suitable for a vehicle that runs while driving. Furthermore, this power output device selects the power output via the first element of the differential rotation mechanism and the power output via the second element that rotates differentially with respect to the first element.
  • transmission transmission means that can transmit to the drive shaft and can change a transmission gear ratio between at least one of the first element and the drive shaft and between the second element and the drive shaft. Therefore, according to this power output device, power transmission efficiency can be improved in a wider operating range.
  • the internal combustion engine is disposed coaxially with either the first electric motor or the second electric motor, and faces the speed change transmission unit with the differential rotation mechanism interposed therebetween. It may be.
  • the components such as the internal combustion engine, the first and second electric motors, the differential rotation mechanism, and the transmission transmission mechanism basically constitute the internal combustion engine, the first or second electric motor, and the differential rotation.
  • the mechanism, the second or first motor, and the transmission transmission means are arranged in this order. Therefore, the first and second electric motors are arranged between the internal combustion engine and the transmission transmission means to reduce the entire power output device, particularly the axial length thereof, and the assembly and maintenance of the power output device. Furthermore, reliability can be improved.
  • the first element is connected to the first electric motor via a hollow first shaft
  • the second element is connected to the second electric motor via a hollow second shaft.
  • Three elements are connected to the internal combustion engine via an axis extending through one of the first axis and the second axis, and one of the first element and the second element is the first axis or
  • the first element and the first element are connected to the shift transmission means via the second shaft.
  • the other of the two elements is connected to the speed change transmission means via a connecting shaft extending through the first shaft or the second shaft, and the speed change transmission means is connected via the first shaft or the second shaft.
  • the differential rotating mechanism is arranged coaxially between the first and second motors, and the internal combustion engine, the differential rotating mechanism, and the first and second electric motors are all arranged on the same axis. Is possible.
  • At least one of the first element and the second element is configured such that the first electric motor or the second element is decelerated through a reduction means that decelerates rotation of a rotation shaft of the first electric motor or the second electric motor.
  • the second electric motor may be connected.
  • one of the first element and the second element to which a larger torque is input from the third element connected to the engine shaft is the one of the first electric motor or the second electric motor.
  • the motor may be connected to the first electric motor or the second electric motor via a speed reduction unit that decelerates the rotation of the rotary shaft. That is, if the torque distribution ratio from the internal combustion engine of the first and second elements of the differential rotating mechanism is connected to the first or second electric motor via the speed reducer, the corresponding effect can be achieved more effectively. It is possible to reduce the size of the motor and reduce its power loss.
  • the differential rotation mechanism includes a set of two pinion gears that mesh with each other and one of the sun gear and the other of the ring gear.
  • the first element which may be a double pinion planetary gear mechanism including at least one set of carriers, is one of the sun gear and the carrier, and the second element is the sun gear and the carrier.
  • the third element may be the ring gear. If such a double pinion type planetary gear mechanism is employed, the axial length of the differential rotation mechanism can be further reduced, so that the power output device can be made more compact.
  • the differential rotation mechanism may divide the number of teeth of the sun gear by the number of teeth of the ring gear.
  • the gear ratio of the differential rotation mechanism which is a value, is p
  • the carrier may be configured such that p ⁇ 0.5
  • the first motor or the first Two motors may be connected.
  • the ratio of torque distribution from the internal combustion engine to the carrier increases. Therefore, by disposing the speed reduction means between the carrier and the first or second electric motor, it is possible to reduce the size of the electric motor and reduce its power loss.
  • the reduction ratio of the reduction means may be a value in the vicinity of p / (1-p).
  • the specifications of the first and second electric motors can be made substantially the same, so that the productivity of the power output device can be improved and the cost can be reduced.
  • the speed reducing means may be disposed between the first electric motor or the second electric motor connected to the carrier and the differential rotation mechanism.
  • the power output apparatus can be made more compact by integrating the differential rotation mechanism and the speed reduction means.
  • the differential rotation mechanism has a gear ratio of the differential rotation mechanism, which is a value obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear, P > 0.5.
  • the sun gear may be configured to be connected to the first electric motor or the second electric motor via a speed reduction unit. In such a differential rotary mechanism, the torque distribution ratio from the internal combustion engine to the sun gear becomes large. Therefore, by disposing the speed reduction means between the sun gear and the first or second motor, it is possible to reduce the size of the motor and reduce its power loss.
  • the reduction ratio of the reduction means may be a value in the vicinity of (1 P ) / P.
  • the speed reduction means may be disposed between the first electric motor or the second electric motor connected to the sun gear and the shift transmission means.
  • the speed reduction means may be disposed between the first electric motor or the second electric motor connected to the sun gear and the shift transmission means.
  • the speed reduction means on the shift transmission means side that can make the size in the radial direction smaller than that of the electric motor, the electric motor having a larger radial size is brought closer to the internal combustion engine side to drive power.
  • the mountability of the output device can be further improved.
  • the differential rotation mechanisms are different from each other.
  • At least one stepped gear formed by connecting a first sun gear and a second sun gear having the number of teeth, a first pinion gear meshing with the first sun gear, and a second pinion gear meshing with the second sun gear.
  • the first element which may be a planetary gear mechanism including a carrier to be held, is one of the second sun gear and the carrier, and the second element is the other of the second sun gear and the carrier.
  • the third element may be the first sunshade. If such a gear mechanism is employed, the radial size of the differential rotation mechanism can be made smaller, so that the power output device can be made more compact.
  • the differential rotation mechanism has a product of the number of teeth of the second sun gear and the number of teeth of the first pinion gear as a product of the number of teeth of the first sun gear and the number of teeth of the second pinion gear.
  • the carrier may be configured such that p ⁇ 0.5, the first electric motor via the reduction means Alternatively, it may be connected to the second electric motor. In such a differential rotary mechanism, the ratio of torque distribution from the internal combustion engine to the carrier increases. Therefore, by disposing the speed reduction means between the carrier and the first or second electric motor, it is possible to reduce the size of the electric motor and reduce its power loss.
  • the reduction ratio of the reduction means may be a value in the vicinity of p / (1-p).
  • the speed reducing means may be arranged between the first electric motor or the second electric motor connected to the carrier and the differential rotation mechanism. As a result, the power output apparatus can be made more compact by integrating the differential rotation mechanism and the speed reduction means.
  • the differential rotation mechanism is a product of the number of teeth of the second sun gear and the number of teeth of the first pinion gear by the product of the number of teeth of the first sun gear and the number of teeth of the second pinion gear.
  • the second sun gear may be configured such that ⁇ > 0.5 when the gear ratio of the differential rotation mechanism, which is the divided value, is P, the first electric motor or The second electric motor may be connected.
  • the torque distribution ratio from the internal combustion engine to the second sun gear is increased. Therefore, the sun gear and the first or second By disposing the speed reduction means between the motor and the motor, it is possible to reduce the size of the motor and reduce its power loss.
  • the reduction ratio of the reduction means may be a value in the vicinity of (1 P ) / P.
  • the specifications of the first and second electric motors can be made substantially the same, so that the productivity of the power output device can be improved and the cost can be reduced.
  • the speed reduction means may be arranged between the first electric motor or the second electric motor connected to the second sun gear and the shift transmission means. In this way, by arranging the speed reduction means on the shift transmission means side that can generally reduce the radial size compared to the electric motor, the motor having a larger radial size is brought closer to the internal combustion engine side.
  • the power S can be improved to further improve the mountability of the power output device.
  • the differential rotation mechanism includes a sun gear, a ring gear, and a carrier that holds at least one pinion gear that meshes with both the sun gear and the ring gear.
  • the first element may be a single pinion planetary gear mechanism, the first element is one of the sun gear and the ring gear, the second element is the other of the sun gear and the ring gear, and the third element is
  • the carrier may be the carrier. Even if such a single pinion type planetary gear mechanism is employed, the axial length of the differential rotation mechanism can be made even smaller, so that the power output device can be made more compact.
  • the ring gear may be connected to the first electric motor or the second electric motor via a speed reduction unit. That is, when a single pinion type planetary gear mechanism is used, the distribution ratio of the torque from the internal combustion engine to the ring gear generally increases. Therefore, by disposing the speed reduction means between the ring gear and the first or second motor, it is possible to reduce the size of the motor and reduce its power loss.
  • the power output apparatus includes a connection between the first electric motor and the first element, a release of the connection, a connection between the second electric motor and the second element, and the connection of the connection.
  • connection / disconnection means capable of executing any one of the release and the connection between the internal combustion engine and the third element and the release of the connection may be further provided.
  • a power output apparatus equipped with such connection / disconnection means if the connection / disconnection means releases the above connection, the internal combustion engine is substantially connected to the first and second electric motors by the function of the differential rotation mechanism. It becomes possible to separate from the transmission means.
  • the connection / disconnection means releases the connection and stops the internal combustion engine, the power from at least one of the first and second motors is transmitted via the transmission transmission means. It is possible to efficiently transmit to the drive shaft.
  • the connecting / disconnecting means is arranged between the first motor and the first element or between the second motor and the second element and corresponding to the first or second motor and the first or second element. And the transmission of the power transmission from the first or second motor corresponding to the connection / disconnection means when the connection by the connection / disconnection means is released. May be transmitted to the drive shaft.
  • a hybrid vehicle according to the present invention includes:
  • a hybrid vehicle including drive wheels driven by power from a drive shaft, an internal combustion engine,
  • a first electric motor that can input and output power
  • a second electric motor capable of inputting / outputting power and arranged coaxially with the first electric motor, and being arranged coaxially with both electric motors between the first electric motor and the second electric motor;
  • the first element connected to the rotating shaft of the electric motor, the second element connected to the rotating shaft of the second electric motor, and the third element connected to the engine shaft of the internal combustion engine, and these three elements are A differential rotation mechanism configured to be capable of differential rotation with each other;
  • the first element and the second element of the power distribution and integration mechanism can be selectively connected to the drive shaft, and the power output from the power distribution and integration mechanism via the first element and the power The power output from the distribution and integration mechanism via the second element Shift transmission means capable of being selectively transmitted to the drive shaft at a constant gear ratio.
  • the internal combustion engine, the first and second electric motors, the differential rotation mechanism, and the transmission transmission means of this hybrid vehicle are compact and suitable for mainly driving the rear wheels, and are suitable for driving in a wider driving range.
  • a power output device capable of improving transmission efficiency is configured. Therefore, in this hybrid vehicle, fuel consumption and running performance can be improved satisfactorily.
  • FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to a first embodiment of the present invention.
  • FIG. 2 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the rotational speed and torque in the elements of the differential rotation mechanism 40 and the elements of the deceleration gear mechanism 50 included in the hybrid vehicle 20 of the first embodiment. It is.
  • FIG. 3 When the hybrid vehicle 20 of the first embodiment is driven with the operation of the engine 22, the differential when the gear ratio of the transmission 60 is changed in the upshifting direction according to the vehicle speed change.
  • FIG. 6 is an explanatory diagram illustrating the relationship between the rotation speed and torque of main elements of the rotation mechanism 40 and the transmission 60.
  • FIG. 4 is an explanatory view similar to FIG.
  • FIG. 5 is an explanatory view similar to FIG.
  • FIG. 6 is an explanatory view similar to FIG.
  • FIG. 7 is an explanatory view similar to FIG.
  • FIG. 8 A common relationship between the rotational speed and torque of each element of the differential rotation mechanism 40 and each element of the reduction gear mechanism 50 when the motor MG1 functions as a generator and the motor MG2 functions as an electric motor. It is explanatory drawing which shows an example of a diagram.
  • FIG. 9 A common relationship between the rotational speed and torque of each element of the differential rotation mechanism 40 and each element of the reduction gear mechanism 50 when the motor MG2 functions as a generator and the motor MG1 functions as an electric motor. It is explanatory drawing which shows an example of a diagram.
  • FIG. 10 is an explanatory diagram for explaining a motor travel mode in the hybrid vehicle 20 of the first embodiment.
  • FIG. 11 is a schematic configuration diagram of a hybrid vehicle 20A according to a modification.
  • FIG. 12 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the number of rotations and torque in the elements of the differential rotation mechanism 40 and the elements of the reduction gear mechanism 50 included in the hybrid vehicle 20A of the modification.
  • FIG. 13 is a schematic configuration diagram of a hybrid vehicle 20A ′ according to a modification.
  • FIG. 14 is a schematic configuration diagram of a hybrid vehicle 20B according to a second embodiment of the present invention.
  • FIG. 15 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the rotational speed and torque in the elements of the differential rotation mechanism 90 and the elements of the reduction gear mechanism 50 included in the hybrid vehicle 20B of the second embodiment. It is.
  • FIG. 16 is a schematic configuration diagram of a hybrid vehicle 20C according to a modification.
  • FIG. 17 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the rotational speed and torque in the elements of the differential rotation mechanism 90 C and the elements of the reduction gear mechanism 50 included in the hybrid vehicle 20 C of the modification.
  • FIG. 18 is a schematic configuration diagram of a hybrid vehicle 20D according to a third embodiment of the present invention.
  • FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to a first 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 at the front of the vehicle and a differential rotation mechanism connected to a crankshaft 26 that is an output shaft of the engine 22 ( (Power distribution and integration mechanism) 40, a motor MG1 capable of generating electricity connected to the differential rotation mechanism 40, and the motor MG1 arranged coaxially with the motor MG1 and connected to the differential rotation mechanism 40 via the reduction gear mechanism 50
  • Electronic control for hybrids that controls the whole of the hybrid vehicle 20 and the motor 60 that can generate electricity, the transmission 60 that can transmit the power from the differential rotation mechanism 40 to the drive shaft 67 with a change in the gear ratio.
  • Unit hereinafter referred to as “Hybrid ECU” and! /, U) 70 etc.
  • the engine 22 is an internal combustion engine that outputs power by being supplied with hydrocarbon fuel such as gasoline or light oil.
  • the engine control unit 24 (hereinafter referred to as "engine ECU") 24 Control of ignition timing, intake air volume, etc.
  • Engine ECU Signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22 are input to 24.
  • the engine ECU 24 communicates with the hybrid ECU 70 and controls the operation of the engine 22 based on the control signal from the hybrid ECU 70, the signal from the sensor, and the like, and data on the operation state of the engine 22 as necessary. Output to hybrid ECU70.
  • Each of motor MG1 and motor MG2 is configured as a well-known synchronous generator motor that operates as a generator and can operate as a motor, and is a battery 35 that is a secondary battery via inverters 31 and 32. And exchange power.
  • a power line 39 connecting the inverters 31 and 32 and the battery 35 is configured as a positive and negative bus shared by the inverters 31 and 32, and is generated by one of the motors MG1 and MG2. Electric power can be consumed by the other motor. Therefore, the notch 35 is charged / discharged by the electric power generated by the motor M Gl or MG2 or the insufficient power, and charging / discharging is performed if the power balance is balanced by the motors MG1 and MG2. It will not be done.
  • 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 includes 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 phase current applied to the motors MG1 and MG2 detected by the above is input, and the motor ECU 30 outputs switching control signals to the inverters 31 and 32.
  • the motor ECU 30 executes a rotation speed calculation routine (not shown) based on signals input from the rotation position detection sensors 33 and 34, and calculates the rotation speeds Nml and Nm2 of the rotors of the motors MG1 and MG2.
  • the motor ECU 30 communicates with the hybrid ECU 70, and drives and controls the motors MG1 and MG2 based on control signals from the hybrid ECU 70, and data on the operating state of the motors MG1 and MG2 as necessary. Output to.
  • the battery 35 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 36.
  • the battery ECU 36 has signals necessary for managing the battery 35, for example, a terminal voltage from a voltage sensor (not shown) installed between the terminals of the battery 35, The charging / discharging current from a current sensor (not shown) attached to the power line 39 connected to the output terminal of the battery 35, the battery temperature Tb from the temperature sensor 37 attached to the battery 35, and the like are input.
  • the battery ECU 36 outputs data on the state of the battery 35 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, the battery ECU 36 calculates the remaining capacity SOC based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 35.
  • the differential rotation mechanism 40 is housed in a transmission case (not shown) together with the motors MG1, MG2, the reduction gear mechanism 50, and the transmission 60, and is arranged coaxially with the crankshaft 26 at a predetermined distance from the engine 22.
  • the differential rotation mechanism 40 of the present embodiment includes a sun gear 41 as an external gear and a ring gear 42 as an internal gear arranged concentrically with the sun gear 41 and one of them is the sun gear 41 and the other.
  • a double pinion planetary gear mechanism that includes a carrier 45 that holds at least one pair of two pinion gears 43 and 44 that rotate and revolve freely.
  • the sun gear 41 (first element) and the ring gear 42 (third element) and carrier 45 (second element) are configured to be able to rotate differentially with respect to each other!
  • the sun gear 41 which is the first element of the differential rotation mechanism 40, includes a hollow sun gear shaft 41a extending from the sun gear 41 to the side opposite to the engine 22 (rear side of the vehicle) and a hollow first motor shaft 46.
  • the motor MG1 (hollow rotor) is connected via the (first shaft).
  • the carrier 45 which is the second element, has a reduction gear mechanism 50 disposed between the differential rotation mechanism 40 and the engine 22 and a hollow gear that extends toward the engine 22 and the reduction gear mechanism 50 (sun gear 51) force.
  • the motor MG2 (hollow rotor) is connected via the second motor shaft (second shaft) 55. Furthermore, the crankshaft 26 of the engine 22 is connected to the ring gear 42 as the third element via a ring gear shaft 42a and a damper 28 extending through the second motor shaft 55 and the motor MG2.
  • a clutch CO connection disconnection
  • the clutch CO meshes the dog fixed to the tip of the sun gear shaft 41a with the dog fixed to the tip of the first motor shaft 46 with less loss and balances the two.
  • a dog clutch that can be released And is driven by an electrical, electromagnetic or hydraulic actuator 88.
  • the first motor shaft 46 that can be connected to the sun gear 41, which is the first element of the differential rotation mechanism 40, via the clutch CO in this way is on the side opposite to the engine 22 from the motor MG1 (rear side of the vehicle). And is connected to the transmission 60.
  • the carrier 45, which is the second element of the differential rotation mechanism 40, passes through the hollow sun gear shaft 41a and the first motor shaft 46, and is opposite to the engine 22 (the vehicle rear) on the carrier shaft (connection shaft) 45a.
  • the carrier shaft 45 a is also connected to the transmission 60.
  • the differential rotation mechanism 40 is disposed coaxially with both the motors MG1 and MG2 between the motor MG1 and the motor MG2 disposed coaxially with each other, and the engine 22 is coaxial with the motor MG2. And opposite to the transmission 60 with the differential rotation mechanism 40 interposed therebetween. That is, in this embodiment, the engine 22, motor MG1, MG2, differential rotation mechanism 40, and transmission 60 from the front of the vehicle are the engine 22, motor MG2, (reduction gear mechanism 50), differential rotation. Mechanism 40, motor MG1, and transmission 60 will be arranged in this order.
  • the sun gear 41 as the first element of the differential rotation mechanism 40 is connected to the transmission 60 via the sun gear shaft 41a, the clutch CO, and the first motor shaft 46.
  • the carrier 45 as the second element of the differential rotation mechanism 40 is connected to the transmission 60 via the carrier shaft 45a.
  • one of the sun gear 41 and the carrier 45 of the differential rotation mechanism 40 is used as a reaction force element that receives the reaction force of the torque output from the engine 22, and the other is used as an output element.
  • power can be output to the transmission 60.
  • the sun gear 41 is used as a reaction force element
  • the motor MG1 functions as a generator.
  • the differential rotation mechanism 40 receives power from the engine 22 input through the ring gear 42. Is distributed to the sun gear 41 side and the carrier 45 side according to the gear ratio, and the power from the engine 22 and the power from the motor MG2 functioning as an electric motor are integrated and output to the carrier 45 side. If carrier 45 is a reaction force element, motor M The G2 functions as a generator. At this time, the differential rotation mechanism 40 receives the power from the engine 22 input via the ring gear 42 in accordance with the gear ratio between the sun gear 41 side and the carrier 45 side. At the same time, the power from the engine 22 and the power from the motor MG1 functioning as an electric motor are integrated and output to the sun gear 41 side.
  • the reduction gear mechanism 50 includes an external gear sun gear 51, an internal gear ring gear 52 arranged concentrically with the sun gear 51, and a plurality of pinion gears 53 that mesh with both the sun gear 51 and the ring gear 52.
  • a single pinion type planetary gear mechanism including a carrier 54 that holds a plurality of pinion gears 53 so as to rotate and revolve.
  • the sun gear 51 of the reduction gear mechanism 50 is connected to the rotor of the motor MG2 via the second motor shaft 55 described above.
  • the ring gear 52 of the reduction gear mechanism 50 is fixed to the carrier 45 of the differential rotation mechanism 40, whereby the reduction gear mechanism 50 is substantially integrated with the differential rotation mechanism 40.
  • the carrier 54 of the reduction gear mechanism 50 is fixed to the transmission case. Therefore, the power from the motor MG2 is decelerated by the action of the reduction gear mechanism 50 and input to the carrier 45 of the differential rotation mechanism 40, and the power from the carrier 45 is increased and input to the motor MG2. Will be.
  • the S axis represents the rotation speed of the sun gear 41 of the differential rotation mechanism 40 (motor MG1, that is, the rotation speed Nml of the first motor shaft 46), and the R axis represents the rotation speed of the ring gear 42 of the differential rotation mechanism 40 (engine The rotation speed of 22) Ne),
  • the C axis is the rotation speed of the carrier 45 of the differential rotation mechanism 40 (the carrier shaft 45a and the ring gear 52 of the reduction gear mechanism 50), and the 54 axis is the rotation speed of the carrier 54 of the reduction gear mechanism 50.
  • the rotational speed 51 indicates the rotational speed of the sun gear 51 of the reduction gear mechanism 50 (the rotational speed Nm2 of the motor MG2, that is, the second motor shaft 55).
  • p is the gear ratio of the differential rotation mechanism 40 (number of teeth of the sun gear 41 / number of teeth of the ring gear 42), pr is the reduction ratio of the reduction gear mechanism 50 (number of teeth of the sun gear 51 / ring gear 52). The number of teeth) is shown.
  • the gear ratio p of the differential rotation mechanism 40 is set to a value less than 0.5. In this case, as can be seen from FIG. A larger torque is input from the ring gear 42 connected to the crankshaft 26 of the engine 22.
  • the reduction ratio pr of the reduction gear mechanism 50 is a value p / (1 ⁇ p). If the reduction gear ratio of the reduction gear mechanism 50 is determined in this way, when the torque of the engine 22 becomes a certain value, the motor MG1 torque when the sun gear 41 is used as a reaction element and the carrier 45 as a reaction element The torque of the motor MG2 can be made the same, so the specifications of the motors MG1 and MG2 can be made almost the same.
  • the transmission 60 is configured as a parallel-shaft automatic transmission capable of setting a gear ratio in a plurality of stages, and includes a first counter drive gear 61a and a first counter driven gear 61b constituting a first-speed gear train.
  • Including reverse gear trains hereinafter, “counter drive gear” and “force-driven gear” are simply referred to as “gear”).
  • the gear ratio S decreases as the gear shifts to the second gear ⁇ IJ, third gear, or fourth gear, where the gear ratio of the first gear is the largest.
  • the first gear 61a of the first-speed gear train is rotatable and axially moved to the carrier shaft 45a extended from the carrier 45 as the second element of the differential rotation mechanism 40. Held impossible The first gear 61b fixed to the countershaft 65 is always meshed.
  • the third gear 63a of the third-speed gear train is also held on the carrier shaft 45a so as to be rotatable and immovable in the axial direction, and is always meshed with the third gear 63b fixed to the counter shaft 65.
  • either the first gear 61a (l-speed gear train) or the third gear 63a (3-speed gear train) is placed on the carrier shaft 45a side (counter drive gear side).
  • a clutch C1 that is selectively fixed to the first shaft 61a and can rotate (release) both the first gear 61a and the third gear 63a with respect to the carrier shaft 45a is disposed!
  • the clutch C1 is configured such that the dog held on the carrier shaft 45a so as not to be rotatable and movable in the axial direction is connected to the dog fixed to the first gear 61a and the third gear 63a. It is configured as a dog clutch that can be engaged with one of the fixed dogs with less! /, Loss and release the engagement between the two, and is driven by the above-described actuator 88.
  • the gears 61a and 61b in the first gear train, the gears 63a and 63b in the third gear train, and the clutch C1 constitute a first transmission mechanism of the transmission 60.
  • the second gear 62a of the second gear train is rotatable and non-movable in the axial direction to the first motor shaft 46 that can be connected to the sun gear 41, which is the first element of the differential rotation mechanism 40, via the clutch CO. It is held and always meshed with the second gear 62b fixed to the countershaft 65.
  • the fourth gear 64a of the 4-speed gear train is also held on the first motor shaft 46 so as to be rotatable and immovable in the axial direction, and is always meshed with the fourth gear 64b fixed to the counter shaft 65. Yes.
  • either the second gear 62a (second gear train) or the fourth gear 64a (fourth gear ⁇ IJ) is connected to the first motor shaft 46 side (counter drive gear side).
  • a clutch C2 that is selectively fixed with respect to the motor shaft 46 and has a force S that allows both the second gear 62a and the fourth gear 64a to be freely rotated (released) with respect to the first motor shaft 46.
  • the clutch C2 also includes, for example, a dog fixed to the second gear 62a and a dog fixed to the fourth gear 64a. Are engaged as a dog clutch that can be engaged with each other with less loss and release the engagement between the two, and is driven by the above-described actuator 88.
  • the gears 62a and 62b of the second speed gear train, the gears 64a and 64b of the fourth speed gear train and the clutch C2 constitute a second speed change mechanism of the transmission 60.
  • the actuator 88 is illustrated as a single unit. Needless to say, the clutches CO, CI and C2 can be driven individually.
  • the clutch C2 is disengaged, and the first gear 61a (first speed gear train) and the third gear 63a (third speed gear train) are operated by the clutch C1.
  • the power from the carrier shaft 45a is transferred to the counter shaft 65 via the first gear 61a (first gear ⁇ IJ) or the third gear 63a (third gear ⁇ IJ).
  • the clutch CO is engaged and the clutch C1 is released, and the clutch C2 causes the second gear 62a (second speed gear train) and the fourth gear 64a (fourth speed gear train) to be connected to the first motor shaft 46.
  • the power from the first motor shaft 46 can be transmitted to the countershaft 65 via the second gear 62a (second gear train) or the fourth gear 64a (fourth gear gear IJ).
  • the power transmitted from the carrier shaft 45a or the first motor shaft 46 to the countershaft 65 is transmitted to the drive shaft 67 via the gears 66a and 66b, and finally driven via the differential gear 68. It is output to the rear wheels 69a and 69b as wheels.
  • first shift state (1st gear) the state where power is transmitted using the second gear train
  • second gear shift state (second gear) the state where power is transmitted using the second gear train
  • the clutches CI and C2 are provided on the carrier shaft 45a and the first motor shaft 46 side, so that the gears 61a to 64a are connected to the carrier shaft 45a or the first motor by the clutch CI and C2. It is possible to reduce the loss when fixing to the shaft 46.
  • the idle speed is fixed before being fixed to the first motor shaft 46 by the clutch C2.
  • the rotation speed of the gear 64a is lower than the rotation speed of the corresponding gear 64b on the counter shaft 65 side. Therefore, if at least the clutch C2 is provided on the first motor shaft 46 side, the dog of the gear 64a And the dog of the first motor shaft 46 can be engaged with less! / Loss.
  • the clutch C1 may be provided on the counter shaft 65 side for the first speed change mechanism including the first gear train having a large reduction ratio.
  • the hybrid ECU 70 is configured as a microprocessor centered on the CPU 72.
  • a ROM 74 that stores a processing program
  • a RAM 76 that temporarily stores data
  • an input / output port (not shown)
  • Hive Ridge ECU 70 has an ignition signal from start switch 80, a shift position SP from shift position sensor 82 that detects shift position SP, which is the operating position of shift lever 81, and the amount of depression of accelerator pedal 83
  • Detected accelerator pedal position sensor 84 Accelerator opening Acc, Brake pedal 85
  • Brake pedal position sensor 86 Detect brake pedal position BP
  • Vehicle speed sensor 87 Vehicle speed V Input via input port Is done.
  • the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 30, and the battery ECU 36 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 30, and the battery ECU 36. Yes. Further, the actuator 88 that drives the clutch CO and the clutches C1 and C2 of the transmission 60 is also controlled by the hybrid ECU 70.
  • FIGS. 3 to 7 show the differential when the speed ratio of the transmission 60 is changed in the upshift direction in accordance with the change in the vehicle speed when the hybrid vehicle 20 is driven with the operation of the engine 22.
  • FIG. 5 is an explanatory diagram illustrating the relationship between the rotation speed and torque of main elements of the rotation mechanism 40 and the transmission 60. 3 to 7, the 61a axis to 64a axis, the 65 axis and the 67 axis indicate the rotation speeds of the first gear 64a to the fourth gear 64a of the transmission 60, the countershaft 65 and the drive shaft 67, respectively.
  • the engine ECU 24 controls the engine 22 force motor under the overall control of the hybrid ECU 70 based on the depression amount of the accelerator pedal 83 and the vehicle speed V.
  • the motors MG1 and MG2 are controlled by the ECU 30, and the actuator 88 (clutch C0, clutches C1 and C2 of the transmission 60) is directly controlled by the hybrid ECU 70.
  • the clutch CO is engaged and the clutch C2 of the transmission 60 is disengaged, and the first gear is driven by the clutch C1 as shown by a dashed line in FIG. 61a (1st gear ⁇ IJ) is fixed to carrier shaft 45a (carrier 45).
  • the carrier 45 of the differential rotation mechanism 40 serves as an output element and the motor MG2 connected to the carrier 45 functions as an electric motor, and the motor MG1 connected to the sun gear 41 serving as a reaction force element generates power.
  • the motors MG1 and MG2 can be driven and controlled to function as a machine.
  • the mode in which the motor MG1 functions as a generator and the motor MG2 functions as an electric motor is referred to as a “first torque conversion mode”.
  • FIG. 8 shows an example of a collinear diagram showing the relationship between the rotational speed and torque in each element of the differential rotation mechanism 40 and each element of the reduction gear mechanism 50 in the first torque conversion mode.
  • the power from the engine 22 is torque converted by the differential rotation mechanism 40 and the motors MG1 and MG2 and output to the carrier 45 to control the rotation speed of the motor MG1.
  • the power output to the carrier 45 (carrier shaft 45a) is shifted (decelerated) based on the gear ratio of the first gear train (first gears 61a, 61b) and output to the drive shaft 67.
  • the reference numerals in FIG. 8 are the same as those in FIG.
  • the first gear 61a (first speed gear ⁇ IJ) is generated by the clutch C1 as shown by the one-dot chain line and the two-dot chain line. Is fixed to the carrier shaft 45a (carrier 45), the second gear 62a (second gear ⁇ IJ) is fixed to the first motor shaft 46 (sun gear 41) by the clutch C2, and torque commands to the motors MG1 and MG2 are issued. Set to ⁇ 10.
  • FIG. 9 shows an example of a collinear diagram showing the relationship between the rotational speed and torque in each element of the differential rotation mechanism 40 and each element of the reduction gear mechanism 50 in the second torque conversion mode.
  • the power from the engine 22 is torque converted by the differential rotation mechanism 40 and the motors MG1 and MG2 and output to the sun gear 41 to control the rotation speed of the motor MG2.
  • the ratio between the rotational speed of the engine 22 and the rotational speed of the sun gear 41 as an output element can be continuously and continuously changed.
  • the power output to the sun gear 41 (first motor shaft 46) is shifted (decelerated) based on the speed ratio of the second gear train (second gears 62a, 62b) and output to the drive shaft 67. It will be.
  • the reference numerals in FIG. 9 are the same as those in FIG.
  • the second gear 62a (second speed gear train) is moved by the clutch C2 to the first motor shaft.
  • torque command for motors MG1 and MG2 set to 0 .
  • the motors MG1 and MG2 run idle without performing both the gearing and the regeneration, and the power (torque) from the engine 22 is transferred to the electric energy. It is transmitted to the drive shaft 67 mechanically (directly) at a fixed (constant) gear ratio (a value between the gear ratio of the second gear train and the gear ratio of the third gear train) without being converted. Will be. Less than, The state shown in FIG. 6 is referred to as “2-3rd speed simultaneous engagement state”.
  • the third gear 63a (three-speed gear) is caused by the clutch C1, as shown by a one-dot chain line in FIG. Only the gear (IJ) is fixed to the carrier shaft 45a (carrier 45), and the mode is again shifted to the first torque conversion mode. In this case, the power output to the carrier 45 (carrier shaft 45a) is shifted based on the gear ratio of the third gear train (third gears 63a, 63b) and output to the drive shaft 67.
  • the rotational speed of the motor MG1 which is the generator, decreases, and eventually the first The number of rotations of the motor shaft 46 is approximately the same as the number of rotations of the fourth gear 64a that meshes with the fourth gear 64b of the countershaft 65.
  • the simultaneous engagement mode using the 3rd gear train and the 4th gear train that is, the gear ratio is a value between the gear ratio of the 3rd gear train and the gear ratio of the 4th gear train.
  • the first torque conversion mode and the second torque conversion mode are alternately switched in accordance with the change in the transmission gear ratio of the transmission 60, and therefore, particularly as an electric motor.
  • the speed Nm2 or Nml of the functioning motor MG2 or MG1 becomes high, the speed Nml or Nm2 of the motor MG1 or MG2 functioning as a generator can be prevented from becoming a negative value.
  • the motor MG2 generates power using a part of the power output to the carrier shaft 45a when the rotational speed of the motor MG1 becomes negative under the first torque conversion mode, and the motor The motor MG2 consumes the electric power generated by the MG2 and outputs power, and the second motor conversion mode causes the motor MG2 to become negative, and the first motor shaft 46
  • the motor MG1 generates electricity using a part of the power output to the This makes it possible to suppress the generation of power circulation in which the motor MG2 consumes the generated power and outputs power, thereby improving the power transmission efficiency in a wider operating range.
  • the motors MG1 and MG2 can be downsized. Furthermore, if the hybrid vehicle 20 is driven under the above-mentioned simultaneous engagement mode, 1 2nd speed simultaneous engagement state, 2nd and 3rd speed simultaneous engagement state, and 3rd and 4th speed simultaneous engagement state, respectively. Since the power from the engine 22 can be mechanically (directly) transmitted to the drive shaft 67 at a unique gear ratio, the power from the engine 22 to the drive shaft 67 is not converted to electric energy. As a result, the power transmission efficiency can be further improved in a wider range of operation.
  • the engine power is electric when the reduction ratio between the engine and the drive shaft is relatively large. Since the power transmission efficiency deteriorates and the motor MG1 and MG2 tend to generate heat due to the large amount of conversion by the energy, the above-mentioned simultaneous engagement mode is particularly effective between the engine 22 and the drive shaft. This is particularly advantageous when the reduction ratio is relatively large. Further, in the hybrid vehicle 20 of the present embodiment, the simultaneous engagement mode is temporarily executed between the first torque conversion mode and the second torque conversion mode when the transmission ratio of the transmission 60 is changed. Therefore, it is possible to change the speed ratio, that is, to switch between the first torque conversion mode and the second torque conversion mode very smoothly and without shock, without causing so-called torque loss when the speed ratio is changed.
  • the motor travel mode in which the power from the battery 35 is output to the motor MG1 and the motor MG2 using the electric power from the battery 35 with the engine 22 stopped, thereby causing the hybrid vehicle 20 to travel.
  • the motor travel mode includes a first motor travel mode in which power is output only to the motor MG2, a second motor travel mode in which power is output only to the motor MG1, and both motors MG1 and MG2. It is roughly divided into the third motor mode that outputs power to the motor.
  • the clutch CO is released and the connection between the sun gear shaft 41a and the first motor shaft 46 is released.
  • the clutch CO and the clutch C2 of the transmission 60 are released, and the first gear 61a of the first gear train or the third gear of the third gear train is operated by the clutch C1.
  • 63a is fixed to the carrier shaft 45a, and only the motor MG2 is driven and controlled.
  • power is output from the motor MG2 to the carrier 45, and this power is transmitted to the drive shaft via the carrier shaft 45a, the first speed gear train or the third speed gear train. Will be transmitted to 67.
  • the clutch C1 and C2 are used to connect the transmission 60 to the above-described first and second speed simultaneous engagement states, the second and third speed simultaneous engagement states, or 3-4.
  • Drive control is performed for both motors MG1 and MG2 after setting to the high-speed simultaneous engagement state.
  • power can be output from both the motors MG1 and MG2, and a large amount of power can be transmitted to the drive shaft 67 under the motor travel mode, so that the towing performance, etc. during motor travel can be secured well.
  • the clutch C0 is engaged! /, While the other motor M is in the state where one of the motors MG1 or MG2 has been stopped. Needless to say, power may be output to Gl or MG2 (see broken line in Fig. 10).
  • the power is efficiently transferred to the drive shaft 67 while changing the gear ratio of the transmission 60 during motor travel.
  • the first gear 61a of the first gear train or the third gear 63a of the third gear train is fixed to the carrier shaft 45a by the clutch C1, and at the same time, the first motor travel mode controls only the motor MG2.
  • the rotational speed of the motor MG1 is synchronized with the rotational speed of the second gear 62a of the second gear train or the fourth gear 64a of the fourth gear train.
  • the third motor traveling mode that is, the above-described 1st 2nd speed simultaneous engagement state or the above 3rd and 4th speed simultaneous engagement state Can be transferred to.
  • the clutch C1 is released, the mode shifts to the second motor traveling mode in which only the motor MG1 is driven and controlled, and the second gear 62a of the second gear train or the fourth gear 64a of the fourth gear train is controlled by the clutch C2.
  • the second gear 62a of the second gear train is fixed to the first motor shaft 46 by the clutch C2, and the gear ratio of the transmission 60 is shifted up under the second motor driving that drives and controls only the motor MG 1.
  • the rotational speed of the motor MG2 is synchronized with the rotational speed of the third gear 63a of the third gear train.
  • the third gear 63a is fixed to the carrier shaft 45a by the clutch C1, it is possible to shift to the third motor traveling mode, that is, the above-described second- and third-speed simultaneous engagement state.
  • the mode shifts to the first motor travel mode in which only the motor MG2 is driven and the third gear 63a of the third gear train is fixed to the carrier shaft 45a by the clutch C1 and the speed is changed.
  • the gear ratio of unit 60 can be changed to the upshift side (3rd gear).
  • the transmission 60 is used to reduce the rotational speed of the carrier shaft 45a and the first motor shaft 46 to amplify the torque, Since the rotation speed of the shaft 45a and the first motor shaft 46 can be increased, the maximum torque and the maximum rotation speed required for the motors MG1 and MG2 can be reduced, and the motors MG1 and MG2 Miniaturization can be achieved. Also, such a mode Since the third motor travel mode, that is, the simultaneous engagement mode is once executed even when the transmission ratio of the transmission 60 is changed during the travel, the so-called torque loss is not caused when the transmission ratio is changed. The power to execute the change of is very smooth and without shock.
  • the procedure reverse to the above description may be basically executed.
  • the required driving force increases under the first motor travel mode in which power is output only to motor MG2 or the second motor travel mode in which power is output only to motor MG1, or the remaining capacity SOC of battery 35 is reduced. If the motor MG1 or MG2 has not output power until then, the number of revolutions Nml or Nm2 is set to the number of revolutions of the sun gear 41 or carrier 45 of the power distribution and integration mechanism 40. After synchronizing, the clutch CO is engaged, and the engine 22 is motored by the motor MG1 or MG2 to start the engine 22.
  • the other motor MG2 or MG1 that does not continue to output power by releasing the clutch C2 or C1 is disconnected from the transmission 60, and then the other motor MG2 or MG1 is driven and controlled, and its rotational speed Nm2 or Nml is synchronized with the rotational speed of the carrier 45 or sun gear 41 of the power distribution and integration mechanism 40, then the clutch CO is connected, and the engine 22 of the motor MG2 or MG1 It is only necessary to start the engine 22 by executing motoring. As a result, the engine 22 can be started while the power is smoothly transmitted to the drive shaft 67.
  • the engine 22 In the first motor travel mode and the second motor travel mode, power is output to the other motor MG1 or MG2 while the stopped motor MG1 or MG2 is rotated with the clutch CO engaged. Sometimes, one motor MG1 or MG2 that was stopped When the motoring of the engine 22 is executed, the engine 22 can be started.
  • the differential rotation mechanism 40 is arranged on the same axis as the motors MG1 and MG2 between the motors MG1 and MG2 arranged coaxially with each other.
  • motors MG1 and MG2 with smaller radial sizes can be used, so the power output device consisting of engine 22, motor MG1, MG2, differential rotation mechanism 40, transmission 60, etc. can be made compact. It is possible to make it excellent in mountability. Therefore, such a power output device can be mounted on the hybrid vehicle 20 that travels by driving the rear wheels 69a and 69b with high space efficiency in the front-rear direction without narrowing the passenger compartment or the luggage space.
  • the engine 22 is arranged in parallel with the motor MG 2 and is opposed to the transmission 60 with the differential rotation mechanism 40 interposed therebetween.
  • the components 40 and transmission 60 are arranged in the order of engine 22, motor MG2, (reduction gear mechanism 50), differential rotation mechanism 40, motor MG1, and transmission 60 from the front of the vehicle. .
  • the motors M Gl and MG2 are arranged between the engine 22 and the transmission 60 to reduce the overall power output device, particularly its axial length, and the assembly and maintenance of the power output device, The reliability can be improved.
  • the hollow sun gear shaft 41a, the first motor shaft 46, and the second motor shaft 55 are used to connect the motors MG1 and MG2 and the differential rotation mechanism 40, respectively, the motor MG1 and It is possible to arrange the differential rotation mechanism 40 coaxially between the MG2 and to arrange the engine 22, the differential rotation mechanism 40, and the motors MG1 and MG2 coaxially. Further, as in this embodiment, the first motor shaft 46 and the carrier shaft 45a passing through the first motor shaft 46 are extended downstream of the motors MG1 and MG2 (rear side of the vehicle). It is not necessary to arrange the second speed change mechanism across the motor MG 1.
  • the differential rotation mechanism 40 which is a double pinion planetary gear mechanism
  • the axial length of the differential rotation mechanism 40 can be further reduced, so that the power output device can be further increased. It becomes possible to make it compact. Since the differential rotation mechanism 40 of the present embodiment is configured so that the gear ratio p force S p ⁇ 0.5, the differential rotation mechanism connected to the crankshaft 26 of the engine 22 Forty third element ring gear 42 to second element crown A larger torque is input to the rear 45. Therefore, as described above, the torque distribution ratio from the engine 22 is larger than that of the sun gear 41! / If the reduction gear mechanism 50 is provided between the carrier 45 and the motor MG2, the torque load on the motor MG2 is increased.
  • the motor MG2 can be reduced in size and its power loss can be reduced more effectively. Furthermore, if the reduction gear ratio of the reduction gear mechanism 50 is set to a value in the vicinity of p / (1-p), the specifications of the motors MG1 and MG2 can be made substantially the same. In addition, the cost can be reduced. In addition, if the reduction gear mechanism 50 is disposed between the motor MG2 connected to the carrier 45 and the differential rotation mechanism 40, the differential rotation mechanism 40 and the reduction gear mechanism 50 are integrated into a power output device. It becomes possible to make it more compact.
  • the hybrid vehicle 20 of the present embodiment includes the power output via the sun gear 41 (first motor shaft 46) as the first element of the differential rotation mechanism 40 and the carrier 45 (second element).
  • the power output via the carrier shaft 45a) can be selectively transmitted to the drive shaft 67, and between the first motor shaft 46 and the drive shaft 67 and between the carrier shaft 45a and the drive shaft 67.
  • a transmission 60 that can change the gear ratio is provided.
  • the hybrid vehicle 20 can suppress power circulation by switching between the first torque conversion mode and the second torque conversion mode described above, thereby improving power transmission efficiency in a wider driving range. It is possible to make S.
  • the power S from the engine 22 can be mechanically transmitted to the drive shaft 67 at a fixed gear ratio.
  • the power transmission efficiency can be further improved in a wider operating range.
  • the hybrid vehicle 20 of the present embodiment includes a sun gear shaft 41a and a first motor shaft 46, that is, a clutch CO that performs connection between the sun gear 41 and the motor MG1 and release of the connection.
  • a sun gear shaft 41a and a first motor shaft 46 that is, a clutch CO that performs connection between the sun gear 41 and the motor MG1 and release of the connection.
  • the hybrid vehicle 20 can reduce the maximum torque and the maximum number of rotations required for the motors MG1 and MG2, and can further reduce the size of the motors MG1 and MG2.
  • the clutch CO is not limited to the one that performs the connection between the sun gear 41 and the motor MG1 and the cancellation of the connection.
  • the clutch CO may be used to perform the connection between the carrier 45 (second element) and the carrier shaft 45a (motor MG2) and the release of the connection, and the crankshaft 26 of the engine 22 and the ring gear 42 ( It may be one that executes connection with the third element) and release of the connection.
  • the differential rotation mechanism the gear ratio of the differential rotation mechanism when the P is a value obtained by dividing the number of teeth of the sun gear in the number of teeth of the ring gear, P> It may be configured to be 0.5.
  • Fig. 11 shows a hybrid vehicle 20 ⁇ equipped with such a differential rotation mechanism 40 ⁇ , and an example of a collinear diagram showing the relationship between the rotational speed and torque of the differential rotation mechanism 40 ⁇ and the reduction gear mechanism 50.
  • Figure 12 shows this. As shown in FIG.
  • the sun gear 41 of the differential rotation mechanism 40 mm is connected to the motor MG2 (through the hollow sun gear shaft 41a, the clutch C0, the hollow shaft (second shaft) 56, and the reduction gear mechanism 50.
  • a hollow rotor is connected to the hollow shaft 56, and the first speed change mechanism (the first speed gear train and the third speed gear IJ) of the transmission 60 is connected to the hollow shaft 56.
  • reduction gear mechanism 50 is arranged between motor MG2 connected to sun gear 41 and transmission 60.
  • the motor MG1 is connected to the carrier 45 of the differential rotation mechanism 40A via a hollow first motor shaft 47, and the carrier shaft 45a of the carrier 45 is transmitted through the sun gear shaft 41a, the hollow shaft 56, etc.
  • the transmission 60 Extends to the 0 side and is connected to the second speed change mechanism (2-speed gear train and 4-speed gear 1) of the transmission 60.
  • the component forces of the engine 22, the motors MG1, MG2, the differential rotation mechanism 40 and the transmission 60 from the front of the vehicle are the engine 22, motor MG1, differential rotation mechanism 40, motor MG2, (Reduction gear mechanism 50) and transmission 60 are arranged in this order.
  • the differential rotation mechanism 40A having a gear ratio p larger than 0.5 is employed, as shown in FIG.
  • the torque distribution ratio from the engine 22 to the engine 41 is increased.
  • the reduction gear mechanism 50 between the sun gear 41 and the motor MG2, the torque burden on the motor MG2 is further reduced, and the motor MG2 can be reduced in size and its power loss can be reduced more effectively.
  • the power to do S if the reduction ratio of the reduction gear mechanism 50 is set to a value in the vicinity of p / (1-P), the specifications of the motors MG1 and MG2 can be made substantially the same. It is possible to improve the productivity of power output devices and reduce costs.
  • a reduction gear mechanism 50 that can generally reduce the size in the radial direction as compared with the motors MG1 and MG2 is arranged on the transmission 60 side, that is, on the rear side of the vehicle.
  • FIG. 13 illustrates a hybrid automobile 20A ′ that is a double pinion planetary gear and includes a differential rotation mechanism 40 disposed between the engine 22 and the motor MG2 (MG1).
  • FIG. 14 is a schematic configuration diagram of a hybrid vehicle 20B according to the second embodiment.
  • a hybrid vehicle 20B shown in the figure has basically the same hardware configuration except for a part of the hybrid vehicles 20 and 20A according to the first embodiment. Therefore, in order to avoid redundant description, the same reference numerals are used for the hybrid vehicle 20B of the second embodiment as the hybrid vehicles 20 and 20A of the first embodiment, and the detailed description is omitted. To do. The difference between the two will be explained.
  • a differential rotation mechanism 90 is employed in place of the differential rotation mechanisms 40 and 40A which are double pinion planetary gear mechanisms. As shown in FIG.
  • the differential rotation mechanism 90 includes a first sun gear 91 and a second sun gear 92 having different numbers of teeth, and a first pinion gear 93 and a second sun gear that mesh with the first sun gear 91.
  • This planetary gear mechanism includes a carrier 95 that holds a plurality of stepped gears 96 formed by connecting a second pinion gear 94 that meshes with 92.
  • the crankshaft of the engine 22 is connected to the first sun gear 91 (third element) via the damper 28.
  • the second sun gear 92 (first element) is connected to the second sun gear 92 (first element).
  • the motor MG1 (hollow rotor) is connected via the first motor shaft 46 (first shaft).
  • the carrier 95 (second element) is connected to the motor MG2 (hollow gear) via a hollow second motor shaft 55 extending toward the engine 22 from the reduction gear mechanism 50 and the reduction gear mechanism 50 (sun gear 51) force.
  • Rotor is connected.
  • a carrier shaft 95a extending through the sun gear shaft 92a and the first motor shaft 46 is extended to the opposite side (rear of the vehicle) from the engine 22, and this carrier shaft 95a is connected to the transmission 60.
  • the differential rotation mechanism 90 is disposed coaxially with both the motors MG1 and MG2 between the motor MG1 and the motor MG2 disposed coaxially with each other, and the engine 22, the motors MG1 and MG2, and the difference between them.
  • the components of the dynamic rotation mechanism 90 and the transmission 60 are arranged in the order of the engine 22, the motor MG2, (the reduction gear mechanism 50), the differential rotation mechanism 90, the motor MG1, and the transmission 60 from the front of the vehicle. It will be. Also in the hybrid vehicle 20B provided with such a differential rotation mechanism 90, it is possible to obtain the same effects as the hybrid vehicles 20, 20A according to the first embodiment. In addition, if a planetary gear mechanism including two sun gears 91 and 92, a stepped gear 96 and a carrier 95 is adopted, the radial direction size of the differential rotation mechanism 90 can be made smaller. It becomes possible to further reduce the size.
  • FIG. 15 shows an example of a collinear diagram showing the relationship between the rotational speed and torque in the elements of the differential rotation mechanism 90 and the elements of the reduction gear mechanism 50 described above.
  • the C axis represents the rotation speed of the carrier 95 of the differential rotation mechanism 90 (ring gear 52 of the reduction gear mechanism 50)
  • the S 1 axis represents the rotation speed of the first sun gear 91 of the differential rotation mechanism 90 (
  • the rotational speed Ne) of the engine 22 and the S2 axis indicate the rotational speed of the second sun gear 92 of the differential rotating mechanism 90 (the rotational speed Nml of the motor MG1 and the first motor shaft 46), respectively.
  • the differential rotation mechanism 90 calculates the product of the number of teeth of the second sun gear 92 and the number of teeth of the first pinion gear 93 as the first.
  • the gear ⁇ ⁇ p of the differential rotation mechanism 90 which is a value divided by the product of the number of teeth of the sun gear 91 and the number of teeth of the second pinion gear 94, is configured to be p ⁇ p 0.5.
  • the torque distribution ratio from the engine 22 to the carrier 95 is increased.
  • the reduction gear mechanism 50 By arranging the reduction gear mechanism 50 between the carrier 95 and the motor MG2, the torque burden on the motor MG2 can be further reduced, and the motor MG 2 can be reduced in size and its power loss can be reduced more effectively. Can be achieved.
  • the reduction ratio of the reduction gear mechanism 50 is set to a value in the vicinity of p / (1-p), the specifications of the motors MG 1 and MG2 can be made substantially the same.
  • the productivity of the power output device can be improved and the cost can be reduced.
  • the reduction gear mechanism 50 is disposed between the motor MG2 connected to the carrier 95 and the differential rotation mechanism 40 as in the example of FIG. 14, the differential rotation mechanism 90 and the reduction gear mechanism 50 are integrated. This makes it possible to further reduce the size of the power output device.
  • the differential rotation mechanism divides the product of the number of teeth of the second sun gear and the number of teeth of the first pinion gear by the product of the number of teeth of the first sun gear and the number of teeth of the second pinion gear. It may be configured such that ⁇ > 0.5, where P is the gear ratio of the differential rotation mechanism that is the value.
  • a hybrid vehicle 20C having such a differential rotation mechanism 90C is shown in FIG. 16, and a collinear diagram showing the relationship between the rotational speed and torque of the elements of the differential rotation mechanism 90C and the elements of the reduction gear mechanism 50. An example of this is shown in FIG. As shown in FIG.
  • the second sun gear 92 (second element) of the differential rotation mechanism 90C is provided with a hollow sun gear shaft 92a, a clutch C0, a hollow shaft (second shaft) 56, and a reduction gear mechanism.
  • a motor MG2 (hollow rotor) is connected via 50, and a first speed change mechanism (first speed gear train and third speed gear IJ) of the transmission 60 is connected to the hollow shaft 56.
  • reduction gear mechanism 50 is arranged between motor MG2 connected to second sun gear 92 and transmission 60. Further, the motor MG1 is connected to the carrier 95 of the differential rotation mechanism 90C through a hollow first motor shaft 47.
  • the carrier shaft 95a of the carrier 95 is connected to the speed changer 60 through the sun gear shaft 92a, the hollow shaft 56, and the like. And is connected to the second speed change mechanism (2-speed gear train and 4-speed gear train) of the transmission 60.
  • the component forces of the engine 22, the motors M Gl and MG2, the differential rotation mechanism 40, and the transmission 60 are measured from the front of the vehicle.
  • Engine 22, motor MG1, differential rotation mechanism 90, motor MG2, (reduction gear mechanism 50), and transmission 60 are arranged in this order.
  • the differential rotation mechanism 90 having a gear ratio p larger than 0.5 is employed, the torque of the engine 22 with respect to the second sun gear 92 compared to the carrier 95, as can be seen from FIG.
  • the distribution ratio increases. Therefore, by arranging the reduction gear mechanism 50 between the second sun gear 92 and the motor MG2, the torque burden on the motor MG2 can be further reduced, and the motor MG2 can be reduced in size and its power loss can be reduced more effectively. Can be achieved.
  • the reduction ratio of the reduction gear mechanism 50 is set to a value in the vicinity of (1 p) / ⁇ , the specifications of the motors MG1 and MG2 can be made substantially the same. It is possible to improve the productivity of power output devices and reduce costs. Further, as shown in the example of FIG.
  • a reduction gear mechanism 50 that can generally be made smaller in size in the radial direction than the motors MG1 and MG2 is arranged on the transmission 60 side, that is, on the rear side of the vehicle.
  • the motor MG2 having a larger directional size can be brought closer to the engine 22 to improve the mountability of the power output device.
  • the reduction gear mechanism 50 may be arranged between the motor MG2 and the differential rotation mechanism 90C (clutch CO)! /, That is! / ,.
  • FIG. 18 is a schematic configuration diagram of a hybrid vehicle 20D according to the third embodiment.
  • a hybrid vehicle 20D shown in the figure has basically the same hardware configuration except for a part of the hybrid vehicles 20, 20A, 20B, and 20C according to the above embodiment. Therefore, hereinafter, in order to avoid redundant description, the hybrid vehicle 20D of the third embodiment is also denoted by the same reference numerals as the hybrid vehicle 20 of the above-described embodiment, and the detailed description is omitted.
  • a single pinion planetary gear mechanism is employed as the differential rotation mechanism 10. As shown in FIG.
  • the differential rotation mechanism 10 holds a sun gear 11, a ring gear 12 disposed concentrically with the sun gear 11, and a plurality of pinion gears 13 that mesh with both the sun gear 11 and the ring gear 12.
  • the sun gear 11 (first element) of the differential rotation mechanism 10 has a support extending from the sun gear shaft 11a to the side opposite to the engine 22 (rear of the vehicle).
  • the first motor shaft 48 of the motor MG1 is connected to the first gear shaft 11a and the clutch CO.
  • the ring gear 12 (second element) has a motor MG2 (hollow rotor) through a hollow second motor shaft 55 extending toward the engine 22 from the reduction gear mechanism 50 and the reduction gear mechanism 50. It is connected.
  • the crankshaft 26 of the engine 22 is connected to the carrier 14 (third element) via a damper 28.
  • the ring gear shaft 12a extending from the ring gear 12 to the opposite side of the engine 22 (rear side of the vehicle) is connected to the first speed change mechanism (first speed gear train and third speed gear ⁇ IJ) of the transmission 60D.
  • the first motor shaft 48 which can be connected to the sun gear 11 via the clutch CO, is further extended from the motor MG1 to the opposite side of the engine 22 (rear of the vehicle) to the second transmission mechanism (2 It is connected to the speed gear train and 4th gear (IJ).
  • the transmission 60D straddles the motor MG1 and the clutch CO so that both the sun gear 11 and the ring gear 12 of the differential rotation mechanism 10 can be used as output elements. Constructed!
  • the same operational effects as those of the hybrid vehicles 20, 20A according to the first embodiment can be obtained.
  • the axial length of the differential rotation mechanism 10 can be further reduced, so that the power output device can be made more compact.
  • the gear ratio p (the number of teeth of the sun gear 11 / the number of teeth of the ring gear 12) is generally p ⁇ Compared to the sun gear 11, the distribution ratio of the torque from the engine 22 to the ring gear 12 is larger than the force of 0.5.
  • the reduction gear mechanism 50 by arranging the reduction gear mechanism 50 between the ring gear 12 and the motor MG2, it is possible to reduce the size of the motor MG2 and reduce its power loss. Furthermore, if the gear ratio of the differential rotation mechanism 10 which is the value obtained by dividing the number of teeth of the sun gear 11 by the number of teeth of the ring gear 12 is p, the reduction ratio of the reduction gear mechanism 50 is set to a value near P. Good. As a result, the specifications of the motors MG1 and MG2 can be made substantially the same, so that the productivity of the power output device can be improved and the cost can be reduced.
  • any of the above-described hybrid vehicles 20, 20A, 20B, 20C, and 20D may be configured as a four-wheel drive vehicle based on the rear wheel drive.
  • the differential rotation mechanism may be configured to have a gear ratio P force S value 0.5.
  • a transmission including a plurality of planetary gear mechanisms may be used instead of using the above-described parallel shaft type transmission as the transmission 60.
  • the clutch CO and the clutches C1 and C2 of the transmission 60 are both less loss! /, Mechanical meshing! /, And the force clutch C0 to C2 that is a dog clutch that is a clutch. May be configured as a wet multi-plate clutch.
  • both clutches C1 and C2 may be provided on the counter shaft 65 side.
  • the power output device is described as being mounted on the hybrid vehicle 20.
  • the power output device according to the present invention is mounted on a moving body such as a vehicle other than an automobile, a ship, and an aircraft. It may be a thing built in fixed equipment such as construction equipment.
  • the present invention can be used in the manufacturing industry of power output devices and hybrid vehicles.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A hybrid vehicle (20) as a rear-wheel-driven vehicle includes: an engine (22); motors (MG1, MG2) coaxially arranged and each capable of inputting and outputting power; a differential rotation mechanism (40) arranged between the motors(MG1, MG2) and coaxially with them and having a sun gear (41) connected to the motor (MG1), a carrier (45) connected to the motor (MG2), and a ring gear (42) connected to the engine (22) so that these elements can be differentially rotated; and a transmission (60) which selectively transmit a power outputted via the sun gear (41) and a first motor axis (46) and a power outputted via the carrier (45) and a carrier axis (45a) to a drive axis (67) while modifying the transmission gear ratio.

Description

明 細 書  Specification

動力出力装置およびハイブリッド自動車  Power output device and hybrid vehicle

技術分野  Technical field

[0001] 本発明は、駆動軸に動力を出力する動力出力装置およびそれを備えたハイブリツ ド自動車に関する。  TECHNICAL FIELD [0001] The present invention relates to a power output device that outputs power to a drive shaft and a hybrid vehicle including the same.

背景技術  Background art

[0002] 従来から、この種の動力出力装置として、内燃機関と、 2体の電動機と、いわゆるラ ビニョ型の遊星歯車機構と、遊星歯車機構の 2つの出力要素を選択的に出力軸に 連結可能な平行軸式変速機とを備えた動力出力装置が知られている（例えば、特許 文献 1参照）。この動力出力装置は前輪駆動車両を対象としたものであり、この動力 出力装置では、内燃機関が横置きに配置されると共に、内燃機関および遊星歯車機 構、 2体の電動機および平行軸式変速機の回転軸が互いに平行に延在することにな る。また、従来から、内燃機関に接続される入力要素および 2つの出力要素を含む遊 星歯車装置と、当該遊星歯車機構の対応する出力要素にそれぞれ接続されるカウ ンタシャフトを含む平行軸式変速機とを備えたものも知られている（例えば、特許文献 2参照）。この動力出力装置では、遊星歯車装置の 2つの出力要素が電気駆動部の 対応したロータの内周にそれぞれ固定されている。なお、従来から、内燃機関に接続 された入力要素と、第 1モータ'ジェネレータに接続された反力要素と、第 2モータ'ジ エネレータに接続された出力要素とを含む動力分配機構と、出力部材としてのアクス ル軸を動力分配機構の出力要素と反力要素とに選択的に接続させるための 2つのク ラッチとを備えたものも知られている（例えば、特許文献 3参照）。この動力出力装置 では、第 1モータ'ジェネレータが負回転でカ行するようになると、動力分配機構の反 力要素が出力部材に接続されると共に出力要素と出力部材との接続が解除されるよ うに 2つのクラッチが制御され、それにより、出力部材の動力の一部を用いて第 2モー タ 'ジェネレータが発電した電力により第 1モータ'ジェネレータを駆動する動力循環 の発生が抑制される。  Conventionally, as this type of power output device, an internal combustion engine, two electric motors, a so-called Ravigne type planetary gear mechanism, and two output elements of the planetary gear mechanism are selectively coupled to an output shaft. 2. Description of the Related Art A power output apparatus including a parallel shaft type transmission that can be used is known (for example, see Patent Document 1). This power output device is intended for a front-wheel drive vehicle. In this power output device, the internal combustion engine is disposed horizontally, the internal combustion engine and the planetary gear mechanism, two electric motors, and a parallel shaft type speed change. The rotating shafts of the machine will extend parallel to each other. Further, conventionally, a planetary gear device including an input element connected to an internal combustion engine and two output elements, and a parallel shaft transmission including a countershaft respectively connected to a corresponding output element of the planetary gear mechanism, (For example, refer to Patent Document 2). In this power output device, the two output elements of the planetary gear device are respectively fixed to the inner circumference of the corresponding rotor of the electric drive unit. Conventionally, a power distribution mechanism including an input element connected to the internal combustion engine, a reaction force element connected to the first motor 'generator, and an output element connected to the second motor' generator, and an output There is also known one provided with two clutches for selectively connecting an axle shaft as a member to an output element and a reaction force element of a power distribution mechanism (for example, see Patent Document 3). In this power output device, when the first motor generator is driven in a negative rotation, the reaction force element of the power distribution mechanism is connected to the output member and the connection between the output element and the output member is released. Thus, the two clutches are controlled, thereby suppressing the occurrence of power circulation that drives the first motor 'generator by the electric power generated by the second motor' generator using a part of the power of the output member.

特許文献 1 :特開 2005— 155891号公報 特許文献 2：特開 2003— 106389号公報 Patent Document 1: JP 2005-155891 A Patent Document 2: Japanese Patent Laid-Open No. 2003-106389

特許文献 3：特開 2005— 125876号公報  Patent Document 3: Japanese Patent Laid-Open No. 2005-125876

発明の開示  Disclosure of the invention

[0003] ここで、主に後輪を駆動して走行する車両、すなわち、一般的な後輪駆動車両や 後輪駆動ベースの 4輪駆動車両等に対して上記特許文献 1に記載の動力出力装置 を採用することは、搭載スペース等の関係から困難である。また、上記特許文献 2に 記載の動力出力装置は、後輪駆動車両を対象としたものと考えられるが、径の大き いロータを要求するものであって電気駆動部の搭載性に問題を有しており実現性が 低いものといわざるを得ない。一方、この種の動力出力装置を主に後輪を駆動して 走行する車両に適用するに際しても、より広範な走行領域において動力の伝達効率 を向上させる必要があり、この点で、従来の動力出力装置には、なお改善の余地が ある。  Here, the power output described in Patent Document 1 is mainly applied to a vehicle that travels by driving rear wheels, that is, a general rear wheel drive vehicle, a rear wheel drive base four wheel drive vehicle, or the like. It is difficult to adopt the equipment because of the mounting space. The power output device described in Patent Document 2 is considered to be intended for rear-wheel drive vehicles, but requires a rotor with a large diameter and has a problem with the mountability of the electric drive unit. Therefore, it must be said that the feasibility is low. On the other hand, when this type of power output device is applied mainly to a vehicle that travels by driving the rear wheels, it is necessary to improve the power transmission efficiency in a wider travel region. The output device still has room for improvement.

[0004] そこで、本発明は、コンパクトで搭載性に優れており、主に後輪を駆動して走行する 車両に好適な動力出力装置およびそれを備えたハイブリッド自動車の提供を目的の 一つとする。また、本発明は、より広範な運転領域において動力の伝達効率を向上さ せることができる動力出力装置およびそれを備えたハイブリッド自動車の提供を目的 の一つとする。  [0004] Therefore, an object of the present invention is to provide a power output device that is compact and excellent in mountability, and that is suitable for a vehicle that travels mainly by driving a rear wheel, and a hybrid vehicle including the same. . Another object of the present invention is to provide a power output apparatus capable of improving power transmission efficiency in a wider driving range and a hybrid vehicle equipped with the power output apparatus.

[0005] 本発明による動力出力装置およびハイブリッド自動車は、上述の目的を達成するた めに以下の手段を採って!/、る。  [0005] The power output apparatus and the hybrid vehicle according to the present invention employ the following means to achieve the above-mentioned object!

[0006] 本発明による動力出力装置は、 [0006] A power output apparatus according to the present invention includes:

駆動軸に動力を出力する動力出力装置であって、  A power output device that outputs power to a drive shaft,

内燃機関と、  An internal combustion engine;

動力を入出力可能な第 1電動機と、  A first electric motor that can input and output power;

動力を入出力可能であると共に前記第 1電動機と同軸に並設される第 2電動機と、 前記第 1電動機と前記第 2電動機との間に両電動機と同軸に配置されており、該第 1電動機の回転軸に接続される第 1要素と該第 2電動機の回転軸に接続される第 2 要素と前記内燃機関の機関軸に接続される第 3要素とを含むと共にこれら 3つの要 素が互いに差動回転できるように構成された差動回転機構と、 前記動力分配統合機構の前記第 1要素と前記第 2要素とを前記駆動軸に選択的 に連結可能であり、前記動力分配統合機構から前記第 1要素を介して出力される動 力と該動力分配統合機構から前記第 2要素を介して出力される動力とをそれぞれ所 定の変速比で選択的に前記駆動軸に伝達可能な変速伝達手段と、 A second electric motor capable of inputting / outputting power and arranged coaxially with the first electric motor, and being arranged coaxially with both electric motors between the first electric motor and the second electric motor; The first element connected to the rotating shaft of the electric motor, the second element connected to the rotating shaft of the second electric motor, and the third element connected to the engine shaft of the internal combustion engine, and these three elements are A differential rotation mechanism configured to be capable of differential rotation with each other; The first element and the second element of the power distribution and integration mechanism can be selectively connected to the drive shaft, and the power output from the power distribution and integration mechanism via the first element and the power Shift transmission means capable of selectively transmitting the power output from the distribution integration mechanism via the second element to the drive shaft at a predetermined speed ratio;

を備えるものである。  Is provided.

[0007] この動力出力装置では、差動回転機構が互いに同軸に配置された第 1および第 2 電動機の間に両電動機と同軸に配置される。従って、第 1および第 2電動機として径 方向のサイズがより小さいものを採用すると共に動力出力装置を車両の前後方向に 搭載することが可能となるので、コンパクトで搭載性に優れて主に後輪を駆動して走 行する車両に好適な動力出力装置を実現することができる。更に、この動力出力装 置は、差動回転機構の第 1要素を介して出力される動力と、当該第 1要素に対して差 動回転する第 2要素を介して出力される動力とを選択的に駆動軸に伝達可能である と共に、第 1要素と駆動軸との間および第 2要素と駆動軸との間の少なくとも一方にお ける変速比を変更可能な変速伝達手段を備えている。従って、この動力出力装置に よれば、より広範な運転領域において動力の伝達効率を向上させることができる。  In this power output apparatus, the differential rotation mechanism is disposed coaxially with both motors between the first and second motors disposed coaxially with each other. Accordingly, since the first and second motors having smaller radial sizes can be used and the power output device can be mounted in the front-rear direction of the vehicle, the rear wheels are mainly compact and excellent in mountability. It is possible to realize a power output device suitable for a vehicle that runs while driving. Furthermore, this power output device selects the power output via the first element of the differential rotation mechanism and the power output via the second element that rotates differentially with respect to the first element. In addition, there is provided transmission transmission means that can transmit to the drive shaft and can change a transmission gear ratio between at least one of the first element and the drive shaft and between the second element and the drive shaft. Therefore, according to this power output device, power transmission efficiency can be improved in a wider operating range.

[0008] この場合、前記内燃機関は、前記第 1電動機および前記第 2電動機の何れか一方 と同軸に並設されると共に、前記差動回転機構を挟んで前記変速伝達手段と対向す るものであってもよい。力、かる構成のもとでは、内燃機関、第 1および第 2電動機、差 動回転機構および変速伝達手段という構成要素が、基本的に、内燃機関、第 1また は第 2電動機、差動回転機構、第 2または第 1電動機、変速伝達手段という順番で配 置されることになる。従って、第 1および第 2電動機を内燃機関と変速伝達手段との間 に配置して動力出力装置全体、特にその軸方向長さをより小さくすると共に、動力出 力装置の組立性やメインテナンス性、更には信頼性を向上させることが可能となる。  [0008] In this case, the internal combustion engine is disposed coaxially with either the first electric motor or the second electric motor, and faces the speed change transmission unit with the differential rotation mechanism interposed therebetween. It may be. Under such a configuration, the components such as the internal combustion engine, the first and second electric motors, the differential rotation mechanism, and the transmission transmission mechanism basically constitute the internal combustion engine, the first or second electric motor, and the differential rotation. The mechanism, the second or first motor, and the transmission transmission means are arranged in this order. Therefore, the first and second electric motors are arranged between the internal combustion engine and the transmission transmission means to reduce the entire power output device, particularly the axial length thereof, and the assembly and maintenance of the power output device. Furthermore, reliability can be improved.

[0009] そして、前記第 1要素は中空の第 1軸を介して前記第 1電動機と接続されると共に 前記第 2要素は中空の第 2軸を介して前記第 2電動機と接続され、前記第 3要素は 前記第 1軸および前記第 2軸の何れか一方を通って延びる軸を介して前記内燃機関 と接続され、前記第 1要素および前記第 2要素の何れか一方は前記第 1軸または前 記第 2軸を介して前記変速伝達手段と接続されると共に前記第 1要素および前記第 2要素の他方は前記第 1軸または前記第 2軸を通って延びる連結軸を介して前記変 速伝達手段と接続され、前記変速伝達手段は、前記第 1軸または前記第 2軸を介し て前記第 1要素および前記第 2要素の一方と接続される第 1変速機構と、前記連結 軸を介して前記第 1要素および前記第 2要素の他方と接続される第 2変速機構とを含 んでいてもよい。これにより、第 1および第 2電動機の間にそれらと同軸に差動回転機 構を配置すると共に、内燃機関、差動回転機構、第 1および第 2電動機をすベて同 軸に配置することが可能となる。 [0009] The first element is connected to the first electric motor via a hollow first shaft, and the second element is connected to the second electric motor via a hollow second shaft. Three elements are connected to the internal combustion engine via an axis extending through one of the first axis and the second axis, and one of the first element and the second element is the first axis or The first element and the first element are connected to the shift transmission means via the second shaft. The other of the two elements is connected to the speed change transmission means via a connecting shaft extending through the first shaft or the second shaft, and the speed change transmission means is connected via the first shaft or the second shaft. A first transmission mechanism connected to one of the first element and the second element; and a second transmission mechanism connected to the other of the first element and the second element via the coupling shaft. May be. Thus, the differential rotating mechanism is arranged coaxially between the first and second motors, and the internal combustion engine, the differential rotating mechanism, and the first and second electric motors are all arranged on the same axis. Is possible.

[0010] また、前記第 1要素および前記第 2要素の少なくとも何れか一方は、前記第 1電動 機または前記第 2電動機の回転軸の回転を減速する減速手段を介して前記第 1電 動機または前記第 2電動機と接続されてもよい。これにより、減速手段に接続された 第 1および第 2電動機の少なくとも何れか一方のトルク負担をより軽減して、当該電動 機を小型化すると共にその動力損失の低減化を図ることが可能となる。  [0010] Further, at least one of the first element and the second element is configured such that the first electric motor or the second element is decelerated through a reduction means that decelerates rotation of a rotation shaft of the first electric motor or the second electric motor. The second electric motor may be connected. As a result, it is possible to further reduce the torque burden of at least one of the first and second electric motors connected to the speed reduction means, to reduce the size of the electric motor and reduce its power loss. .

[0011] 更に、前記第 1要素および前記第 2要素のうちの前記機関軸に接続される前記第 3 要素からより大きなトルクが入力される一方は、前記第 1電動機または前記第 2電動 機の回転軸の回転を減速する減速手段を介して前記第 1電動機または前記第 2電 動機と接続されてもよい。すなわち、差動回転機構の第 1および第 2要素のうち、内 燃機関からのトルクの分配比率が大きい方を減速手段を介して第 1または第 2電動機 と接続すれば、より効果的に当該電動機の小型化とその動力損失の低減化を図るこ とが可能となる。  [0011] Further, one of the first element and the second element to which a larger torque is input from the third element connected to the engine shaft is the one of the first electric motor or the second electric motor. The motor may be connected to the first electric motor or the second electric motor via a speed reduction unit that decelerates the rotation of the rotary shaft. That is, if the torque distribution ratio from the internal combustion engine of the first and second elements of the differential rotating mechanism is connected to the first or second electric motor via the speed reducer, the corresponding effect can be achieved more effectively. It is possible to reduce the size of the motor and reduce its power loss.

[0012] また、本発明による動力出力装置において、前記差動回転機構は、サンギヤと、リ ングギヤと、互いに嚙合すると共に一方が前記サンギヤと他方が前記リングギヤと嚙 合する 2つのピニオンギヤの組を少なくとも 1組保持するキャリアとを含むダブルピニ オン式遊星歯車機構であってもよぐ前記第 1要素は前記サンギヤおよび前記キヤリ ァの何れか一方であると共に前記第 2要素は前記サンギヤおよび前記キャリアの他 方であり、前記第 3要素は前記リングギヤであってもよい。このようなダブルピニオン 式遊星歯車機構を採用すれば、特に差動回転機構の軸方向長さをより小さくするこ とができるので、動力出力装置をより一層コンパクト化することが可能となる。  [0012] Further, in the power output apparatus according to the present invention, the differential rotation mechanism includes a set of two pinion gears that mesh with each other and one of the sun gear and the other of the ring gear. The first element, which may be a double pinion planetary gear mechanism including at least one set of carriers, is one of the sun gear and the carrier, and the second element is the sun gear and the carrier. The third element may be the ring gear. If such a double pinion type planetary gear mechanism is employed, the axial length of the differential rotation mechanism can be further reduced, so that the power output device can be made more compact.

[0013] 更に、前記差動回転機構は、前記サンギヤの歯数を前記リングギヤの歯数で除し た値である該差動回転機構のギヤ比を pとしたときに、 p < 0. 5となるように構成さ れてもよぐ前記キャリアが減速手段を介して前記第 1電動機または前記第 2電動機 と接続されてもよい。このような諸元の差動回転機構においては、キャリアに対する内 燃機関からのトルクの分配比率が大きくなる。従って、キャリアと第 1または第 2電動機 との間に減速手段を配置することにより、当該電動機の小型化とその動力損失の低 減化を図ることが可能となる。 [0013] Further, the differential rotation mechanism may divide the number of teeth of the sun gear by the number of teeth of the ring gear. When the gear ratio of the differential rotation mechanism, which is a value, is p, the carrier may be configured such that p <0.5, the first motor or the first Two motors may be connected. In such a differential rotary mechanism, the ratio of torque distribution from the internal combustion engine to the carrier increases. Therefore, by disposing the speed reduction means between the carrier and the first or second electric motor, it is possible to reduce the size of the electric motor and reduce its power loss.

[0014] これらの場合、前記減速手段の減速比は p / (1— p )近傍の値とされてもよい。こ れにより、第 1および第 2電動機の諸元を概ね同一のものとすることが可能となるので 、動力出力装置の生産性を向上させると共に、コストの低減化を図ることができる。  [0014] In these cases, the reduction ratio of the reduction means may be a value in the vicinity of p / (1-p). As a result, the specifications of the first and second electric motors can be made substantially the same, so that the productivity of the power output device can be improved and the cost can be reduced.

[0015] 更に、前記減速手段は、前記キャリアと接続される前記第 1電動機または前記第 2 電動機と前記差動回転機構との間に配置されてもよい。これにより、差動回転機構と 減速手段とを一体化して動力出力装置をより一層コンパクト化することが可能となる。  [0015] Furthermore, the speed reducing means may be disposed between the first electric motor or the second electric motor connected to the carrier and the differential rotation mechanism. As a result, the power output apparatus can be made more compact by integrating the differential rotation mechanism and the speed reduction means.

[0016] また、前記差動回転機構は、前記サンギヤの歯数を前記リングギヤの歯数で除した 値である該差動回転機構のギヤ比を Pとしたときに、 P > 0. 5となるように構成され てもよぐ前記サンギヤが減速手段を介して前記第 1電動機または前記第 2電動機と 接続されてもよい。このような諸元の差動回転機構においては、サンギヤに対する内 燃機関からのトルクの分配比率が大きくなる。従って、サンギヤと第 1または第 2電動 機との間に減速手段を配置することにより、当該電動機の小型化とその動力損失の 低減化を図ることが可能となる。 [0016] Further, when the differential rotation mechanism has a gear ratio of the differential rotation mechanism, which is a value obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear, P > 0.5. The sun gear may be configured to be connected to the first electric motor or the second electric motor via a speed reduction unit. In such a differential rotary mechanism, the torque distribution ratio from the internal combustion engine to the sun gear becomes large. Therefore, by disposing the speed reduction means between the sun gear and the first or second motor, it is possible to reduce the size of the motor and reduce its power loss.

[0017] これらの場合、前記減速手段の減速比は（1 P ) / P近傍の値とされてもよい。こ れにより、第 1および第 2電動機の諸元を概ね同一のものとすることが可能となるので 、動力出力装置の生産性を向上させると共に、コストの低減化を図ることができる。 In these cases, the reduction ratio of the reduction means may be a value in the vicinity of (1 P ) / P. As a result, the specifications of the first and second electric motors can be made substantially the same, so that the productivity of the power output device can be improved and the cost can be reduced.

[0018] 更に、前記減速手段は、前記サンギヤと接続される前記第 1電動機または前記第 2 電動機と前記変速伝達手段との間に配置されてもよい。このように、一般に電動機に 比べて径方向のサイズをより小さくすることが可能な減速手段を変速伝達手段側に 配置することにより、径方向のサイズがより大きい電動機を内燃機関側に寄せて動力 出力装置の搭載性をより向上させることができる。  [0018] Further, the speed reduction means may be disposed between the first electric motor or the second electric motor connected to the sun gear and the shift transmission means. As described above, in general, by arranging the speed reduction means on the shift transmission means side that can make the size in the radial direction smaller than that of the electric motor, the electric motor having a larger radial size is brought closer to the internal combustion engine side to drive power. The mountability of the output device can be further improved.

[0019] また、本発明による動力出力装置において、前記差動回転機構は、互いに異なる 歯数をもった第 1サンギヤおよび第 2サンギヤと、前記第 1サンギヤと嚙合する第 1ピ 二オンギヤと前記第 2サンギヤと嚙合する第 2ピニオンギヤとを連結してなる段付ギヤ を少なくとも 1つ保持するキャリアとを含む遊星歯車機構であってもよぐ前記第 1要 素は前記第 2サンギヤおよび前記キャリアの何れか一方であると共に前記第 2要素は 前記第 2サンギヤおよび前記キャリアの他方であり、前記第 3要素は前記第 1サンギ ャであってもよい。このような歯車機構を採用すれば、特に差動回転機構の径方向 サイズをより小さくすることができるので、動力出力装置をより一層コンパクト化するこ とが可能となる。 [0019] In the power output apparatus according to the present invention, the differential rotation mechanisms are different from each other. At least one stepped gear formed by connecting a first sun gear and a second sun gear having the number of teeth, a first pinion gear meshing with the first sun gear, and a second pinion gear meshing with the second sun gear. The first element, which may be a planetary gear mechanism including a carrier to be held, is one of the second sun gear and the carrier, and the second element is the other of the second sun gear and the carrier. Yes, the third element may be the first sunshade. If such a gear mechanism is employed, the radial size of the differential rotation mechanism can be made smaller, so that the power output device can be made more compact.

[0020] この場合、前記差動回転機構は、前記第 2サンギヤの歯数と前記第 1ピニオンギヤ の歯数との積を前記第 1サンギヤの歯数と前記第 2ピニオンギヤの歯数との積で除し た値である該差動回転機構のギヤ比を Pとしたときに、 p < 0. 5となるように構成さ れてもよぐ前記キャリアが減速手段を介して前記第 1電動機または前記第 2電動機 と接続されてもよい。このような諸元の差動回転機構においては、キャリアに対する内 燃機関からのトルクの分配比率が大きくなる。従って、キャリアと第 1または第 2電動機 との間に減速手段を配置することにより、当該電動機の小型化とその動力損失の低 減化を図ることが可能となる。  In this case, the differential rotation mechanism has a product of the number of teeth of the second sun gear and the number of teeth of the first pinion gear as a product of the number of teeth of the first sun gear and the number of teeth of the second pinion gear. When the gear ratio of the differential rotation mechanism, which is the value divided by P, is P, the carrier may be configured such that p <0.5, the first electric motor via the reduction means Alternatively, it may be connected to the second electric motor. In such a differential rotary mechanism, the ratio of torque distribution from the internal combustion engine to the carrier increases. Therefore, by disposing the speed reduction means between the carrier and the first or second electric motor, it is possible to reduce the size of the electric motor and reduce its power loss.

[0021] これらの場合、前記減速手段の減速比は p / (1— p )近傍の値とされてもよい。こ れにより、第 1および第 2電動機の諸元を概ね同一のものとすることが可能となるので 、動力出力装置の生産性を向上させると共に、コストの低減化を図ることができる。  In these cases, the reduction ratio of the reduction means may be a value in the vicinity of p / (1-p). As a result, the specifications of the first and second electric motors can be made substantially the same, so that the productivity of the power output device can be improved and the cost can be reduced.

[0022] 更に、前記減速手段は、前記キャリアと接続される前記第 1電動機または前記第 2 電動機と前記差動回転機構との間に配置されてもよい。これにより、差動回転機構と 減速手段とを一体化して動力出力装置をより一層コンパクト化することが可能となる。  [0022] Further, the speed reducing means may be arranged between the first electric motor or the second electric motor connected to the carrier and the differential rotation mechanism. As a result, the power output apparatus can be made more compact by integrating the differential rotation mechanism and the speed reduction means.

[0023] また、前記差動回転機構は、前記第 2サンギヤの歯数と前記第 1ピニオンギヤの歯 数との積を前記第 1サンギヤの歯数と前記第 2ピニオンギヤの歯数との積で除した値 である該差動回転機構のギヤ比を Pとしたときに、 β > 0. 5となるように構成されても よぐ前記第 2サンギヤが減速手段を介して前記第 1電動機または前記第 2電動機と 接続されてもよい。このような諸元の差動回転機構においては、第 2サンギヤに対す る内燃機関からのトルクの分配比率が大きくなる。従って、サンギヤと第 1または第 2 電動機との間に減速手段を配置することにより、当該電動機の小型化とその動力損 失の低減化を図ることが可能となる。 [0023] In addition, the differential rotation mechanism is a product of the number of teeth of the second sun gear and the number of teeth of the first pinion gear by the product of the number of teeth of the first sun gear and the number of teeth of the second pinion gear. The second sun gear may be configured such that β> 0.5 when the gear ratio of the differential rotation mechanism, which is the divided value, is P, the first electric motor or The second electric motor may be connected. In the differential rotation mechanism having such specifications, the torque distribution ratio from the internal combustion engine to the second sun gear is increased. Therefore, the sun gear and the first or second By disposing the speed reduction means between the motor and the motor, it is possible to reduce the size of the motor and reduce its power loss.

[0024] これらの場合、前記減速手段の減速比は（1 P ) / P近傍の値とされてもよい。こ れにより、第 1および第 2電動機の諸元を概ね同一のものとすることが可能となるので 、動力出力装置の生産性を向上させると共に、コストの低減化を図ることができる。 [0024] In these cases, the reduction ratio of the reduction means may be a value in the vicinity of (1 P ) / P. As a result, the specifications of the first and second electric motors can be made substantially the same, so that the productivity of the power output device can be improved and the cost can be reduced.

[0025] 更に、前記減速手段は、前記第 2サンギヤと接続される前記第 1電動機または前記 第 2電動機と前記変速伝達手段との間に配置されてもよい。このように、一般に電動 機に比べて径方向のサイズをより小さくすることが可能な減速手段を変速伝達手段 側に配置することにより、径方向のサイズがより大きい電動機を内燃機関側に寄せて 動力出力装置の搭載性をより向上させること力 Sできる。  [0025] Further, the speed reduction means may be arranged between the first electric motor or the second electric motor connected to the second sun gear and the shift transmission means. In this way, by arranging the speed reduction means on the shift transmission means side that can generally reduce the radial size compared to the electric motor, the motor having a larger radial size is brought closer to the internal combustion engine side. The power S can be improved to further improve the mountability of the power output device.

[0026] また、本発明による動力出力装置において、前記差動回転機構は、サンギヤと、リ ングギヤと、該サンギヤおよび該リングギヤの双方と嚙合するピニオンギヤを少なくと も 1つ保持するキャリアとを含むシングルピニオン式遊星歯車機構であってもよぐ前 記第 1要素は前記サンギヤおよび前記リングギヤの何れか一方であると共に前記第 2要素は前記サンギヤおよび前記リングギヤの他方であり、前記第 3要素は前記キヤ リアであってもよい。このようなシングルピニオン式遊星歯車機構を採用しても、特に 差動回転機構の軸方向長さをより小さくすることができるので、動力出力装置をより一 層コンパクト化することが可能となる。  [0026] In the power output apparatus according to the present invention, the differential rotation mechanism includes a sun gear, a ring gear, and a carrier that holds at least one pinion gear that meshes with both the sun gear and the ring gear. The first element may be a single pinion planetary gear mechanism, the first element is one of the sun gear and the ring gear, the second element is the other of the sun gear and the ring gear, and the third element is The carrier may be the carrier. Even if such a single pinion type planetary gear mechanism is employed, the axial length of the differential rotation mechanism can be made even smaller, so that the power output device can be made more compact.

[0027] この場合、前記リングギヤが減速手段を介して前記第 1電動機または前記第 2電動 機と接続されてもよい。すなわち、シングルピニオン式遊星歯車機構を用いた場合、 一般にリングギヤに対する内燃機関からのトルクの分配比率が大きくなる。従って、リ ングギヤと第 1または第 2電動機との間に減速手段を配置することにより、当該電動機 の小型化とその動力損失の低減化を図ることが可能となる。  [0027] In this case, the ring gear may be connected to the first electric motor or the second electric motor via a speed reduction unit. That is, when a single pinion type planetary gear mechanism is used, the distribution ratio of the torque from the internal combustion engine to the ring gear generally increases. Therefore, by disposing the speed reduction means between the ring gear and the first or second motor, it is possible to reduce the size of the motor and reduce its power loss.

[0028] 更に、前記サンギヤの歯数を前記リングギヤの歯数で除した値である該差動回転 機構のギヤ比を ρとしたときに、前記減速手段の減速比は ρ近傍の値とされてもよい 。これにより、第 1および第 2電動機の諸元を概ね同一のものとすることが可能となる ので、動力出力装置の生産性を向上させると共に、コストの低減化を図ることができる [0029] また、本発明による動力出力装置は、前記第 1電動機と前記第 1要素との接続およ び該接続の解除と、前記第 2電動機と前記第 2要素との接続および該接続の解除と 、前記内燃機関と前記第 3要素との接続および該接続の解除との何れ力、を実行可能 な接続断接手段を更に備えてもよい。このような接続断接手段を備えた動力出力装 置では、接続断接手段に上記接続を解除させれば、差動回転機構の機能により内 燃機関を実質的に第 1および第 2電動機や変速伝達手段から切り離すことが可能と なる。これにより、この動力出力装置では、接続断接手段に上記接続を解除させると 共に内燃機関を停止させれば、第 1および第 2電動機の少なくとも何れ力、からの動力 を変速伝達手段を介して駆動軸に効率よく伝達することが可能となる。従って、この 動力出力装置によれば、第 1および第 2電動機に要求される最大トルクや最高回転 数を低下させることができるので、第 1および第 2電動機のより一層の小型化を図るこ とが可能となる。なお、接続断接手段は、第 1電動機と第 1要素との間または第 2電動 機と第 2要素との間に配置されて対応する第 1または第 2電動機と第 1または第 2要素 との接続および該接続の解除を実行可能であると共に、変速伝達手段は、接続断接 手段による上記接続が解除されているときに該接続断接手段に対応した第 1または 第 2電動機からの動力を駆動軸に伝達可能であってもよい。 [0028] Further, when the gear ratio of the differential rotation mechanism, which is a value obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear, is ρ, the reduction ratio of the reduction means is a value in the vicinity of ρ. May be. As a result, the specifications of the first and second motors can be made substantially the same, so that the productivity of the power output device can be improved and the cost can be reduced. [0029] In addition, the power output apparatus according to the present invention includes a connection between the first electric motor and the first element, a release of the connection, a connection between the second electric motor and the second element, and the connection of the connection. A connection / disconnection means capable of executing any one of the release and the connection between the internal combustion engine and the third element and the release of the connection may be further provided. In a power output apparatus equipped with such connection / disconnection means, if the connection / disconnection means releases the above connection, the internal combustion engine is substantially connected to the first and second electric motors by the function of the differential rotation mechanism. It becomes possible to separate from the transmission means. Thus, in this power output device, when the connection / disconnection means releases the connection and stops the internal combustion engine, the power from at least one of the first and second motors is transmitted via the transmission transmission means. It is possible to efficiently transmit to the drive shaft. Therefore, according to this power output device, the maximum torque and the maximum rotation speed required for the first and second motors can be reduced, and therefore the first and second motors can be further downsized. Is possible. The connecting / disconnecting means is arranged between the first motor and the first element or between the second motor and the second element and corresponding to the first or second motor and the first or second element. And the transmission of the power transmission from the first or second motor corresponding to the connection / disconnection means when the connection by the connection / disconnection means is released. May be transmitted to the drive shaft.

[0030] 本発明によるハイブリッド自動車は、  [0030] A hybrid vehicle according to the present invention includes:

駆動軸からの動力により駆動される駆動輪を含むハイブリッド自動車であって、 内燃機関と、  A hybrid vehicle including drive wheels driven by power from a drive shaft, an internal combustion engine,

動力を入出力可能な第 1電動機と、  A first electric motor that can input and output power;

動力を入出力可能であると共に前記第 1電動機と同軸に並設される第 2電動機と、 前記第 1電動機と前記第 2電動機との間に両電動機と同軸に配置されており、該第 1電動機の回転軸に接続される第 1要素と該第 2電動機の回転軸に接続される第 2 要素と前記内燃機関の機関軸に接続される第 3要素とを含むと共にこれら 3つの要 素が互いに差動回転できるように構成された差動回転機構と、  A second electric motor capable of inputting / outputting power and arranged coaxially with the first electric motor, and being arranged coaxially with both electric motors between the first electric motor and the second electric motor; The first element connected to the rotating shaft of the electric motor, the second element connected to the rotating shaft of the second electric motor, and the third element connected to the engine shaft of the internal combustion engine, and these three elements are A differential rotation mechanism configured to be capable of differential rotation with each other;

前記動力分配統合機構の前記第 1要素と前記第 2要素とを前記駆動軸に選択的 に連結可能であり、前記動力分配統合機構から前記第 1要素を介して出力される動 力と該動力分配統合機構から前記第 2要素を介して出力される動力とをそれぞれ所 定の変速比で選択的に前記駆動軸に伝達可能な変速伝達手段と、 を備えるものである。 The first element and the second element of the power distribution and integration mechanism can be selectively connected to the drive shaft, and the power output from the power distribution and integration mechanism via the first element and the power The power output from the distribution and integration mechanism via the second element Shift transmission means capable of being selectively transmitted to the drive shaft at a constant gear ratio.

[0031] このハイブリッド自動車の内燃機関、第 1および第 2電動機、差動回転機構並びに 変速伝達手段は、コンパクトで主に後輪を駆動するのに好適であると共により広範な 運転領域において動力の伝達効率を向上可能な動力出力装置を構成する。従って 、このハイブリッド自動車では、燃費と走行性能とを良好に向上させることができる。 図面の簡単な説明  [0031] The internal combustion engine, the first and second electric motors, the differential rotation mechanism, and the transmission transmission means of this hybrid vehicle are compact and suitable for mainly driving the rear wheels, and are suitable for driving in a wider driving range. A power output device capable of improving transmission efficiency is configured. Therefore, in this hybrid vehicle, fuel consumption and running performance can be improved satisfactorily. Brief Description of Drawings

[0032] [図 1]本発明の第 1の実施例に係るハイブリッド自動車 20の概略構成図である。  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to a first embodiment of the present invention.

[図 2]第 1の実施例のハイブリッド自動車 20に含まれる差動回転機構 40の要素と減 速ギヤ機構 50の要素とにおける回転数やトルクの関係を表す共線図の一例を示す 説明図である。  FIG. 2 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the rotational speed and torque in the elements of the differential rotation mechanism 40 and the elements of the deceleration gear mechanism 50 included in the hybrid vehicle 20 of the first embodiment. It is.

[図 3]第 1の実施例のハイブリッド自動車 20をエンジン 22の運転を伴って走行させる 場合に車速変化に応じて変速機 60の変速比をシフトアップ方向に変化させていくと きの差動回転機構 40および変速機 60の主たる要素の回転数やトルクの関係を例示 する説明図である。  [FIG. 3] When the hybrid vehicle 20 of the first embodiment is driven with the operation of the engine 22, the differential when the gear ratio of the transmission 60 is changed in the upshifting direction according to the vehicle speed change. FIG. 6 is an explanatory diagram illustrating the relationship between the rotation speed and torque of main elements of the rotation mechanism 40 and the transmission 60.

[図 4]図 3と同様の説明図である。  FIG. 4 is an explanatory view similar to FIG.

[図 5]図 3と同様の説明図である。  FIG. 5 is an explanatory view similar to FIG.

[図 6]図 3と同様の説明図である。  FIG. 6 is an explanatory view similar to FIG.

[図 7]図 3と同様の説明図である。  FIG. 7 is an explanatory view similar to FIG.

[図 8]モータ MG1が発電機として機能すると共にモータ MG2が電動機として機能す るときの差動回転機構 40の各要素と減速ギヤ機構 50の各要素とにおける回転数や トルクの関係を表す共線図の一例を示す説明図である。  [FIG. 8] A common relationship between the rotational speed and torque of each element of the differential rotation mechanism 40 and each element of the reduction gear mechanism 50 when the motor MG1 functions as a generator and the motor MG2 functions as an electric motor. It is explanatory drawing which shows an example of a diagram.

[図 9]モータ MG2が発電機として機能すると共にモータ MG1が電動機として機能す るときの差動回転機構 40の各要素と減速ギヤ機構 50の各要素とにおける回転数や トルクの関係を表す共線図の一例を示す説明図である。  [FIG. 9] A common relationship between the rotational speed and torque of each element of the differential rotation mechanism 40 and each element of the reduction gear mechanism 50 when the motor MG2 functions as a generator and the motor MG1 functions as an electric motor. It is explanatory drawing which shows an example of a diagram.

[図 10]第 1の実施例のハイブリッド自動車 20におけるモータ走行モードを説明するた めの説明図である。  FIG. 10 is an explanatory diagram for explaining a motor travel mode in the hybrid vehicle 20 of the first embodiment.

[図 11]変形例のハイブリッド自動車 20Aの概略構成図である。 [図 12]変形例のハイブリッド自動車 20Aに含まれる差動回転機構 40の要素と減速ギ ャ機構 50の要素とにおける回転数やトルクの関係を表す共線図の一例を示す説明 図である。 FIG. 11 is a schematic configuration diagram of a hybrid vehicle 20A according to a modification. FIG. 12 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the number of rotations and torque in the elements of the differential rotation mechanism 40 and the elements of the reduction gear mechanism 50 included in the hybrid vehicle 20A of the modification.

[図 13]変形例のハイブリッド自動車 20A' の概略構成図である。  FIG. 13 is a schematic configuration diagram of a hybrid vehicle 20A ′ according to a modification.

[図 14]本発明の第 2の実施例に係るハイブリッド自動車 20Bの概略構成図である。  FIG. 14 is a schematic configuration diagram of a hybrid vehicle 20B according to a second embodiment of the present invention.

[図 15]第 2の実施例のハイブリッド自動車 20Bに含まれる差動回転機構 90の要素と 減速ギヤ機構 50の要素とにおける回転数やトルクの関係を表す共線図の一例を示 す説明図である。  FIG. 15 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the rotational speed and torque in the elements of the differential rotation mechanism 90 and the elements of the reduction gear mechanism 50 included in the hybrid vehicle 20B of the second embodiment. It is.

[図 16]変形例のハイブリッド自動車 20Cの概略構成図である。  FIG. 16 is a schematic configuration diagram of a hybrid vehicle 20C according to a modification.

[図 17]変形例のハイブリッド自動車 20Cに含まれる差動回転機構 90Cの要素と減速 ギヤ機構 50の要素とにおける回転数やトルクの関係を表す共線図の一例を示す説 明図である。  FIG. 17 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the rotational speed and torque in the elements of the differential rotation mechanism 90 C and the elements of the reduction gear mechanism 50 included in the hybrid vehicle 20 C of the modification.

[図 18]本発明の第 3の実施例に係るハイブリッド自動車 20Dの概略構成図である。 発明を実施するための最良の形態  FIG. 18 is a schematic configuration diagram of a hybrid vehicle 20D according to a third embodiment of the present invention. BEST MODE FOR CARRYING OUT THE INVENTION

[0033] 次に、本発明を実施するための最良の形態を実施例を用いて説明する。 Next, the best mode for carrying out the present invention will be described using examples.

実施例 1  Example 1

[0034] 図 1は、本発明の第 1の実施例に係るハイブリッド自動車 20の概略構成図である。  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to a first embodiment of the present invention.

同図に示すハイブリッド自動車 20は、後輪駆動車両として構成されており、車両前部 に配置されるエンジン 22と、エンジン 22の出力軸であるクランクシャフト 26に接続さ れた差動回転機構 (動力分配統合機構) 40と、差動回転機構 40に接続された発電 可能なモータ MG1と、このモータ MG1と同軸に配置されると共に減速ギヤ機構 50 を介して差動回転機構 40に接続された発電可能なモータ MG2と、差動回転機構 4 0からの動力を変速比の変更を伴って駆動軸 67に伝達可能な変速機 60と、ハイブリ ッド自動車 20の全体をコントロールするハイブリッド用電子制御ユニット（以下、「ハイ ブリツド ECU」と!/、う） 70等とを備えるものである。  The hybrid vehicle 20 shown in the figure is configured as a rear-wheel drive vehicle, and includes an engine 22 disposed at the front of the vehicle and a differential rotation mechanism connected to a crankshaft 26 that is an output shaft of the engine 22 ( (Power distribution and integration mechanism) 40, a motor MG1 capable of generating electricity connected to the differential rotation mechanism 40, and the motor MG1 arranged coaxially with the motor MG1 and connected to the differential rotation mechanism 40 via the reduction gear mechanism 50 Electronic control for hybrids that controls the whole of the hybrid vehicle 20 and the motor 60 that can generate electricity, the transmission 60 that can transmit the power from the differential rotation mechanism 40 to the drive shaft 67 with a change in the gear ratio. Unit (hereinafter referred to as “Hybrid ECU” and! /, U) 70 etc.

[0035] エンジン 22は、ガソリンや軽油といった炭化水素系燃料の供給を受けて動力を出 力する内燃機関であり、エンジン用電子制御ユニット（以下、「エンジン ECU」という） 24から燃料噴射量や点火時期、吸入空気量等の制御を受けている。エンジン ECU 24には、エンジン 22に対して設けられて当該エンジン 22の運転状態を検出する各 種センサからの信号が入力される。そして、エンジン ECU24は、ハイブリッド ECU70 と通信しており、ハイブリッド ECU70からの制御信号や上記センサからの信号等に 基づいてエンジン 22を運転制御すると共に必要に応じてエンジン 22の運転状態に 関するデータをハイブリッド ECU70に出力する。 [0035] The engine 22 is an internal combustion engine that outputs power by being supplied with hydrocarbon fuel such as gasoline or light oil. The engine control unit 24 (hereinafter referred to as "engine ECU") 24 Control of ignition timing, intake air volume, etc. Engine ECU Signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22 are input to 24. The engine ECU 24 communicates with the hybrid ECU 70 and controls the operation of the engine 22 based on the control signal from the hybrid ECU 70, the signal from the sensor, and the like, and data on the operation state of the engine 22 as necessary. Output to hybrid ECU70.

[0036] モータ MG1およびモータ MG2は、何れも発電機として作動すると共に電動機とし て作動可能な周知の同期発電電動機として構成されており、インバータ 31 , 32を介 して二次電池であるバッテリ 35と電力のやり取りを行なう。インバータ 31 , 32とノ ッテ リ 35とを接続する電力ライン 39は、各インバータ 31 , 32が共用する正極母線および 負極母線として構成されており、モータ MG1 , MG2の何れか一方により発電される 電力を他方のモータで消費できるようになつている。従って、ノ ッテリ 35は、モータ M Gl , MG2の何れ力、から生じた電力や不足する電力により充放電されることになり、 モータ MG1 , MG2により電力収支のバランスをとるものとすれば充放電されないこと になる。モータ MG1 , MG2は、何れもモータ用電子制御ユニット（以下、「モータ EC U」という） 30により駆動制御される。モータ ECU30には、モータ MG1 , MG2を駆動 制御するために必要な信号、例えばモータ MG1 , MG2の回転子の回転位置を検 出する回転位置検出センサ 33, 34からの信号や、図示しない電流センサにより検出 されるモータ MG1 , MG2に印加される相電流等が入力されており、モータ ECU30 からは、インバータ 31 , 32へのスイッチング制御信号等が出力される。モータ ECU3 0は、回転位置検出センサ 33, 34から入力した信号に基づいて図示しない回転数 算出ルーチンを実行し、モータ MG1 , MG2の回転子の回転数 Nml , Nm2を計算 している。また、モータ ECU30は、ハイブリッド ECU70と通信しており、ハイブリッド E CU70からの制御信号等に基づいてモータ MG1 , MG2を駆動制御すると共に必要 に応じてモータ MG1 , MG2の運転状態に関するデータをハイブリッド ECU70に出 力する。 Each of motor MG1 and motor MG2 is configured as a well-known synchronous generator motor that operates as a generator and can operate as a motor, and is a battery 35 that is a secondary battery via inverters 31 and 32. And exchange power. A power line 39 connecting the inverters 31 and 32 and the battery 35 is configured as a positive and negative bus shared by the inverters 31 and 32, and is generated by one of the motors MG1 and MG2. Electric power can be consumed by the other motor. Therefore, the notch 35 is charged / discharged by the electric power generated by the motor M Gl or MG2 or the insufficient power, and charging / discharging is performed if the power balance is balanced by the motors MG1 and MG2. It will not be done. 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 includes 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 phase current applied to the motors MG1 and MG2 detected by the above is input, and the motor ECU 30 outputs switching control signals to the inverters 31 and 32. The motor ECU 30 executes a rotation speed calculation routine (not shown) based on signals input from the rotation position detection sensors 33 and 34, and calculates the rotation speeds Nml and Nm2 of the rotors of the motors MG1 and MG2. In addition, the motor ECU 30 communicates with the hybrid ECU 70, and drives and controls the motors MG1 and MG2 based on control signals from the hybrid ECU 70, and data on the operating state of the motors MG1 and MG2 as necessary. Output to.

[0037] ノ ッテリ 35は、バッテリ用電子制御ユニット（以下、「バッテリ ECU」という） 36によつ て管理されている。バッテリ ECU36には、バッテリ 35を管理するのに必要な信号、例 えば、ノ ッテリ 35の端子間に設置された図示しない電圧センサからの端子間電圧、 ノ ッテリ 35の出力端子に接続された電力ライン 39に取り付けられた図示しない電流 センサからの充放電電流、バッテリ 35に取り付けられた温度センサ 37からのバッテリ 温度 Tb等が入力されている。バッテリ ECU36は、必要に応じてバッテリ 35の状態に 関するデータを通信によりハイブリッド ECU70やエンジン ECU24に出力する。更に 、バッテリ ECU36は、バッテリ 35を管理するために電流センサにより検出された充放 電電流の積算値に基づレ、て残容量 SOCも算出して!/、る。 [0037] The battery 35 is managed by a battery electronic control unit (hereinafter referred to as "battery ECU") 36. The battery ECU 36 has signals necessary for managing the battery 35, for example, a terminal voltage from a voltage sensor (not shown) installed between the terminals of the battery 35, The charging / discharging current from a current sensor (not shown) attached to the power line 39 connected to the output terminal of the battery 35, the battery temperature Tb from the temperature sensor 37 attached to the battery 35, and the like are input. The battery ECU 36 outputs data on the state of the battery 35 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, the battery ECU 36 calculates the remaining capacity SOC based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 35.

[0038] 差動回転機構 40は、モータ MG1 , MG2、減速ギヤ機構 50、変速機 60と共に図 示しないトランスミッションケースに収容され、エンジン 22から所定距離を隔ててクラ ンクシャフト 26と同軸に配置される。本実施例の差動回転機構 40は、外歯歯車のサ ンギヤ 41と、このサンギヤ 41と同心円上に配置される内歯歯車のリングギヤ 42と、互 いに嚙合すると共に一方がサンギヤ 41と他方がリングギヤ 42と嚙合する 2つのピニ オンギヤ 43, 44の組を自転かつ公転自在に少なくとも 1組保持するキャリア 45とを含 むダブルピニオン式遊星歯車機構であり、サンギヤ 41 (第 1要素）とリングギヤ 42 (第 3要素）とキャリア 45 (第 2要素）とが互いに差動回転できるように構成されて!/、る。本 実施例において、差動回転機構 40の第 1要素たるサンギヤ 41には、当該サンギヤ 4 1からエンジン 22とは反対側（車両後方）に延びる中空のサンギヤ軸 41aおよび中空 の第 1モータ軸 46 (第 1軸）を介してモータ MG1 (中空のロータ）が接続されている。 また、第 2要素たるキャリア 45には、差動回転機構 40とエンジン 22との間に配置され る減速ギヤ機構 50および当該減速ギヤ機構 50 (サンギヤ 51)力もエンジン 22に向 けて延びる中空の第 2モータ軸（第 2軸） 55を介してモータ MG2 (中空のロータ）が接 続されている。更に、第 3要素たるリングギヤ 42には、第 2モータ軸 55およびモータ MG2を通って延びるリングギヤ軸 42aおよびダンバ 28を介してエンジン 22のクラン クシャフト 26が接続されて!/、る。  [0038] The differential rotation mechanism 40 is housed in a transmission case (not shown) together with the motors MG1, MG2, the reduction gear mechanism 50, and the transmission 60, and is arranged coaxially with the crankshaft 26 at a predetermined distance from the engine 22. The The differential rotation mechanism 40 of the present embodiment includes a sun gear 41 as an external gear and a ring gear 42 as an internal gear arranged concentrically with the sun gear 41 and one of them is the sun gear 41 and the other. Is a double pinion planetary gear mechanism that includes a carrier 45 that holds at least one pair of two pinion gears 43 and 44 that rotate and revolve freely. The sun gear 41 (first element) and the ring gear 42 (third element) and carrier 45 (second element) are configured to be able to rotate differentially with respect to each other! In this embodiment, the sun gear 41, which is the first element of the differential rotation mechanism 40, includes a hollow sun gear shaft 41a extending from the sun gear 41 to the side opposite to the engine 22 (rear side of the vehicle) and a hollow first motor shaft 46. The motor MG1 (hollow rotor) is connected via the (first shaft). Further, the carrier 45, which is the second element, has a reduction gear mechanism 50 disposed between the differential rotation mechanism 40 and the engine 22 and a hollow gear that extends toward the engine 22 and the reduction gear mechanism 50 (sun gear 51) force. The motor MG2 (hollow rotor) is connected via the second motor shaft (second shaft) 55. Furthermore, the crankshaft 26 of the engine 22 is connected to the ring gear 42 as the third element via a ring gear shaft 42a and a damper 28 extending through the second motor shaft 55 and the motor MG2.

[0039] また、図 1に示すように、上記第 1軸を構成するサンギヤ軸 41aと第 1モータ軸 46と の間には、両者の接続および当該接続の解除を実行するクラッチ CO (接続断接手段 )が設けられている。本実施例において、クラッチ COは、例えば、サンギヤ軸 41aの 先端に固定されたドグと第 1モータ軸 46の先端に固定されたドグとをより少ない損失 で嚙み合わせると共に両者の嚙み合いを解除することができるドグクラッチとして構 成されており、電気式、電磁式あるいは油圧式のァクチユエータ 88により駆動される 。クラッチ COによりサンギヤ軸 41aと第 1モータ軸 46との接続を解除した際には、モ ータ MG1と差動回転機構 40の第 1要素たるサンギヤ 41との接続が解除されることに なり、差動回転機構 40の機能によりエンジン 22を実質的にモータ MG1 , MG2や変 速機 60から切り離すことが可能となる。 In addition, as shown in FIG. 1, between the sun gear shaft 41a constituting the first shaft and the first motor shaft 46, there is a clutch CO (connection disconnection) that performs both connection and release of the connection. Contact means) is provided. In this embodiment, the clutch CO, for example, meshes the dog fixed to the tip of the sun gear shaft 41a with the dog fixed to the tip of the first motor shaft 46 with less loss and balances the two. As a dog clutch that can be released And is driven by an electrical, electromagnetic or hydraulic actuator 88. When the connection between the sun gear shaft 41a and the first motor shaft 46 is released by the clutch CO, the connection between the motor MG1 and the sun gear 41, which is the first element of the differential rotation mechanism 40, is released. The function of the differential rotation mechanism 40 makes it possible to substantially disconnect the engine 22 from the motors MG1 and MG2 and the speed changer 60.

[0040] そして、このように差動回転機構 40の第 1要素たるサンギヤ 41にクラッチ COを介し て連結され得る第 1モータ軸 46は、モータ MG1からエンジン 22とは反対側（車両後 方）に更に延出され、変速機 60に接続される。また、差動回転機構 40の第 2要素た るキャリア 45からは、中空のサンギヤ軸 41aや第 1モータ軸 46を通ってエンジン 22と は反対側（車両後方）にキャリア軸（連結軸） 45aが延出されており、このキャリア軸 45 aも変速機 60に接続される。これにより、本実施例において、差動回転機構 40は、互 いに同軸に配置されたモータ MG1およびモータ MG2の間に両モータ MG1 , MG2 と同軸に配置され、エンジン 22は、モータ MG2と同軸に並設されると共に差動回転 機構 40を挟んで変速機 60と対向することになる。すなわち、本実施例では、ェンジ ン 22、モータ MG1 , MG2、差動回転機構 40および変速機 60という構成要素力 車 両前方から、エンジン 22、モータ MG2、（減速ギヤ機構 50)、差動回転機構 40、モ ータ MG1、変速機 60という順番で配置されることになる。  [0040] The first motor shaft 46 that can be connected to the sun gear 41, which is the first element of the differential rotation mechanism 40, via the clutch CO in this way is on the side opposite to the engine 22 from the motor MG1 (rear side of the vehicle). And is connected to the transmission 60. The carrier 45, which is the second element of the differential rotation mechanism 40, passes through the hollow sun gear shaft 41a and the first motor shaft 46, and is opposite to the engine 22 (the vehicle rear) on the carrier shaft (connection shaft) 45a. The carrier shaft 45 a is also connected to the transmission 60. Thus, in the present embodiment, the differential rotation mechanism 40 is disposed coaxially with both the motors MG1 and MG2 between the motor MG1 and the motor MG2 disposed coaxially with each other, and the engine 22 is coaxial with the motor MG2. And opposite to the transmission 60 with the differential rotation mechanism 40 interposed therebetween. That is, in this embodiment, the engine 22, motor MG1, MG2, differential rotation mechanism 40, and transmission 60 from the front of the vehicle are the engine 22, motor MG2, (reduction gear mechanism 50), differential rotation. Mechanism 40, motor MG1, and transmission 60 will be arranged in this order.

[0041] また、本実施例では、上述のように、差動回転機構 40の第 1要素たるサンギヤ 41が サンギヤ軸 41a、クラッチ COおよび第 1モータ軸 46を介して変速機 60に接続される と共に、差動回転機構 40の第 2要素たるキャリア 45がキャリア軸 45aを介して変速機 60に接続される。これにより、ハイブリッド自動車 20では、差動回転機構 40のサンギ ャ 41およびキャリア 45の何れか一方をエンジン 22から出力されるトルクの反カを受 け持つ反力要素とすると共に、他方を出力要素として変速機 60に動力を出力するこ とができる。そして、サンギヤ 41を反力要素とすれば、モータ MG1が発電機として機 能することになり、この際、差動回転機構 40は、リングギヤ 42を介して入力されるェン ジン 22からの動力をサンギヤ 41側とキャリア 45側とにそのギヤ比に応じて分配する と共に、エンジン 22からの動力と電動機として機能するモータ MG2からの動力とを 統合してキャリア 45側に出力する。また、キャリア 45を反力要素とすれば、モータ M G2が発電機として機能することになり、この際、差動回転機構 40は、リングギヤ 42を 介して入力されるエンジン 22からの動力をサンギヤ 41側とキャリア 45側とにそのギヤ 比に応じて分配すると共に、エンジン 22からの動力と電動機として機能するモー タ MG1からの動力とを統合してサンギヤ 41側に出力する。 In the present embodiment, as described above, the sun gear 41 as the first element of the differential rotation mechanism 40 is connected to the transmission 60 via the sun gear shaft 41a, the clutch CO, and the first motor shaft 46. At the same time, the carrier 45 as the second element of the differential rotation mechanism 40 is connected to the transmission 60 via the carrier shaft 45a. As a result, in the hybrid vehicle 20, one of the sun gear 41 and the carrier 45 of the differential rotation mechanism 40 is used as a reaction force element that receives the reaction force of the torque output from the engine 22, and the other is used as an output element. As a result, power can be output to the transmission 60. If the sun gear 41 is used as a reaction force element, the motor MG1 functions as a generator. At this time, the differential rotation mechanism 40 receives power from the engine 22 input through the ring gear 42. Is distributed to the sun gear 41 side and the carrier 45 side according to the gear ratio, and the power from the engine 22 and the power from the motor MG2 functioning as an electric motor are integrated and output to the carrier 45 side. If carrier 45 is a reaction force element, motor M The G2 functions as a generator. At this time, the differential rotation mechanism 40 receives the power from the engine 22 input via the ring gear 42 in accordance with the gear ratio between the sun gear 41 side and the carrier 45 side. At the same time, the power from the engine 22 and the power from the motor MG1 functioning as an electric motor are integrated and output to the sun gear 41 side.

[0042] 減速ギヤ機構 50は、外歯歯車のサンギヤ 51と、このサンギヤ 51と同心円上に配置 される内歯歯車のリングギヤ 52と、サンギヤ 51およびリングギヤ 52の双方と嚙合する 複数のピニオンギヤ 53と、複数のピニオンギヤ 53を自転かつ公転自在に保持するキ ャリア 54とを備えるシングルピニオン式遊星歯車機構である。減速ギヤ機構 50のサ ンギヤ 51は、上述の第 2モータ軸 55を介してモータ MG2のロータに接続されている 。また、減速ギヤ機構 50のリングギヤ 52は、差動回転機構 40のキャリア 45に固定さ れ、これにより減速ギヤ機構 50は差動回転機構 40と実質的に一体化される。そして 、減速ギヤ機構 50のキャリア 54は、トランスミッションケースに対して固定されている。 従って、減速ギヤ機構 50の作用により、モータ MG2からの動力が減速されて差動回 転機構 40のキャリア 45に入力されると共に、キャリア 45からの動力が増速されてモ ータ MG2に入力されることになる。  [0042] The reduction gear mechanism 50 includes an external gear sun gear 51, an internal gear ring gear 52 arranged concentrically with the sun gear 51, and a plurality of pinion gears 53 that mesh with both the sun gear 51 and the ring gear 52. A single pinion type planetary gear mechanism including a carrier 54 that holds a plurality of pinion gears 53 so as to rotate and revolve. The sun gear 51 of the reduction gear mechanism 50 is connected to the rotor of the motor MG2 via the second motor shaft 55 described above. In addition, the ring gear 52 of the reduction gear mechanism 50 is fixed to the carrier 45 of the differential rotation mechanism 40, whereby the reduction gear mechanism 50 is substantially integrated with the differential rotation mechanism 40. The carrier 54 of the reduction gear mechanism 50 is fixed to the transmission case. Therefore, the power from the motor MG2 is decelerated by the action of the reduction gear mechanism 50 and input to the carrier 45 of the differential rotation mechanism 40, and the power from the carrier 45 is increased and input to the motor MG2. Will be.

[0043] 上述の差動回転機構 40の要素であるサンギヤ 41、リングギヤ 42およびキャリア 45 と減速ギヤ機構 50の要素であるサンギヤ 51、リングギヤ 52およびキャリア 54とにお ける回転数やトルクの関係を表す共線図の一例を図 2に示す。同図において、 S軸 は差動回転機構 40のサンギヤ 41の回転数（モータ MG1すなわち第 1モータ軸 46の 回転数 Nml)を、 R軸は差動回転機構 40のリングギヤ 42の回転数（エンジン 22の回 転数 Ne)を、 C軸は差動回転機構 40のキャリア 45 (キャリア軸 45aおよび減速ギヤ機 構 50のリングギヤ 52)の回転数を、 54軸は減速ギヤ機構 50のキャリア 54の回転数 を、 51軸は減速ギヤ機構 50のサンギヤ 51の回転数（モータ MG2すなわち第 2モー タ軸 55の回転数 Nm2)をそれぞれ示す。また、同図中、 pは差動回転機構 40のギ ャ比（サンギヤ 41の歯数/リングギヤ 42の歯数）を、 p rは減速ギヤ機構 50の減速 比（サンギヤ 51の歯数/リングギヤ 52の歯数）をそれぞれ示す。ここで、本実施例の ハイブリッド自動車 20では、差動回転機構 40のギヤ比 pが値 0. 5未満に設定され ている。この場合、図 2からわかるように、サンギヤ 41に比べて、キャリア 45に対して エンジン 22のクランクシャフト 26に接続されるリングギヤ 42からより大きなトルクが入 力されることになる。従って、このままでは、第 1要素であるサンギヤ 41が反力要素と なるときに発電機として機能するモータ MG1のトルク負担に比べて、第 2要素である キャリア 45が反力要素となるときに発電機として機能するモータ MG2のトルク負担が 大きくなる。これを踏まえて、本実施例では、上述のように、差動回転機構 40の第 1 要素たるサンギヤ 41と第 2要素たるキャリア 45とのうち、エンジン 22からのトルクの分 配比率がより大きいキャリア 45を減速ギヤ機構 50を介してモータ MG2と接続し、減 速ギヤ機構 50を介してモータ MG2からのトルクを増幅してキャリア 45に出力できるよ うにしている。これにより、キャリア 45に接続されるモータ MG2のトルク負担を軽減す ることが可能となる。そして、本実施例では、減速ギヤ機構 50の減速比 p rが値 p / (1 - p )とされている。このように減速ギヤ機構 50の減速比 を定めれば、エンジン 22のトルクがある値となるときに、サンギヤ 41を反力要素としたときのモータ MG1のト ノレクと、キャリア 45を反力要素としたときのモータ MG2のトルクとを同一にすることが できるので、モータ MG1および MG2の諸元を概ね同一のものとすることが可能とな [0043] The relationship between the rotational speed and torque of the sun gear 41, the ring gear 42, and the carrier 45, which are the elements of the differential rotation mechanism 40, and the sun gear 51, the ring gear 52, and the carrier 54, which are the elements of the reduction gear mechanism 50, is described. An example of a collinear diagram is shown in Figure 2. In the figure, the S axis represents the rotation speed of the sun gear 41 of the differential rotation mechanism 40 (motor MG1, that is, the rotation speed Nml of the first motor shaft 46), and the R axis represents the rotation speed of the ring gear 42 of the differential rotation mechanism 40 (engine The rotation speed of 22) Ne), the C axis is the rotation speed of the carrier 45 of the differential rotation mechanism 40 (the carrier shaft 45a and the ring gear 52 of the reduction gear mechanism 50), and the 54 axis is the rotation speed of the carrier 54 of the reduction gear mechanism 50. The rotational speed 51 indicates the rotational speed of the sun gear 51 of the reduction gear mechanism 50 (the rotational speed Nm2 of the motor MG2, that is, the second motor shaft 55). In the figure, p is the gear ratio of the differential rotation mechanism 40 (number of teeth of the sun gear 41 / number of teeth of the ring gear 42), pr is the reduction ratio of the reduction gear mechanism 50 (number of teeth of the sun gear 51 / ring gear 52). The number of teeth) is shown. Here, in the hybrid vehicle 20 of the present embodiment, the gear ratio p of the differential rotation mechanism 40 is set to a value less than 0.5. In this case, as can be seen from FIG. A larger torque is input from the ring gear 42 connected to the crankshaft 26 of the engine 22. Therefore, in this state, compared to the torque burden of the motor MG1, which functions as a generator when the sun gear 41, which is the first element, is a reaction force element, power is generated when the carrier 45, which is the second element, is a reaction force element. The torque burden on the motor MG2 that functions as a machine increases. Based on this, in the present embodiment, as described above, the torque distribution ratio from the engine 22 is larger in the sun gear 41 as the first element of the differential rotation mechanism 40 and the carrier 45 as the second element. Carrier 45 is connected to motor MG2 via reduction gear mechanism 50, and the torque from motor MG2 is amplified and output to carrier 45 via reduction gear mechanism 50. As a result, the torque burden on the motor MG2 connected to the carrier 45 can be reduced. In this embodiment, the reduction ratio pr of the reduction gear mechanism 50 is a value p / (1−p). If the reduction gear ratio of the reduction gear mechanism 50 is determined in this way, when the torque of the engine 22 becomes a certain value, the motor MG1 torque when the sun gear 41 is used as a reaction element and the carrier 45 as a reaction element The torque of the motor MG2 can be made the same, so the specifications of the motors MG1 and MG2 can be made almost the same.

[0044] 変速機 60は、複数段階に変速比を設定可能な平行軸式自動変速機として構成さ れており、 1速ギヤ列を構成する第 1カウンタドライブギヤ 61aおよび第 1カウンタドリ ブンギヤ 61b、 2速ギヤ列を構成する第 2カウンタドライブギヤ 62aおよび第 2カウンタ ドリブンギヤ 62b、 3速ギヤ列を構成する第 3カウンタドライブギヤ 63aおよび第 3カウ ンタドリブンギヤ 63b、 4速ギヤ列を構成する第 4カウンタドライブギヤ 64aおよび第 4 カウンタドリブンギヤ 64b、各カウンタドリブンギヤ 6 lb〜64bおよびギヤ 66bが固定さ れたカウンタシャフト 65、クラッチ CI , C2、駆動軸 67に取り付けられたギヤ 66a、更 に図示しないリバースギヤ列等を含む（以下、適宜「カウンタドライブギヤ」および「力 ゥンタドリブンギヤ」を単に「ギヤ」という）。なお、変速機 60において、 1速ギヤ列の変 速比が最も大きぐ 2速ギヤ歹 IJ、 3速ギヤ列、 4速ギヤ列へと移行するにつれて変速比 力 S小さくなる。 [0044] The transmission 60 is configured as a parallel-shaft automatic transmission capable of setting a gear ratio in a plurality of stages, and includes a first counter drive gear 61a and a first counter driven gear 61b constituting a first-speed gear train. The second counter drive gear 62a and the second counter driven gear 62b constituting the second speed gear train, the third counter drive gear 63a and the third counter driven gear 63b constituting the third speed gear train, and the second counter drive gear 63b constituting the fourth gear gear train 4 Counter drive gear 64a and 4th counter driven gear 64b, counter shaft 65 with each counter driven gear 6 lb to 64b and gear 66b fixed, clutch CI, C2, gear 66a attached to drive shaft 67, not shown Including reverse gear trains (hereinafter, “counter drive gear” and “force-driven gear” are simply referred to as “gear”). In transmission 60, the gear ratio S decreases as the gear shifts to the second gear 歹 IJ, third gear, or fourth gear, where the gear ratio of the first gear is the largest.

[0045] 図 1に示すように、 1速ギヤ列の第 1ギヤ 61aは、差動回転機構 40の第 2要素たるキ ャリア 45から延出されたキャリア軸 45aに回転自在かつ軸方向に移動不能に保持さ れており、カウンタシャフト 65に固定された第 1ギヤ 61bと常時嚙合している。同様に 、 3速ギヤ列の第 3ギヤ 63aもキャリア軸 45aに回転自在かつ軸方向に移動不能に保 持されており、カウンタシャフト 65に固定された第 3ギヤ 63bと常時嚙合している。そ して、本実施例ではキャリア軸 45a側（カウンタドライブギヤ側）に、第 1ギヤ 61a (l速 ギヤ列）と第 3ギヤ 63a (3速ギヤ列）との何れか一方をキャリア軸 45aに対して選択的 に固定すると共に、第 1ギヤ 61aおよび第 3ギヤ 63aの双方をキャリア軸 45aに対して 回転自在に (解放)することができるクラッチ C1が配置されて!/、る。本実施例にお!/ヽ て、クラッチ C1は、例えば、キャリア軸 45aに回転不能かつ軸方向に移動自在に保 持されたドグを第 1ギヤ 61aに固定されたドグと第 3ギヤ 63aに固定されたドグとの何 れか一方により少な!/、損失で嚙み合わせると共に両者の嚙み合レ、を解除することが できるドグクラッチとして構成されており、上述のァクチユエータ 88により駆動される。 これら 1速ギヤ列のギヤ 61a, 61b, 3速ギヤ列のギヤ 63a, 63bおよびクラッチ C1は 、変速機 60の第 1変速機構を構成する。また、 2速ギヤ列の第 2ギヤ 62aは、差動回 転機構 40の第 1要素たるサンギヤ 41にクラッチ COを介して連結され得る第 1モータ 軸 46に回転自在かつ軸方向に移動不能に保持されており、カウンタシャフト 65に固 定された第 2ギヤ 62bと常時嚙合している。同様に、 4速ギヤ列の第 4ギヤ 64aも第 1 モータ軸 46に回転自在かつ軸方向に移動不能に保持されており、カウンタシャフト 6 5に固定された第 4ギヤ 64bと常時嚙合している。そして、本実施例では第 1モータ軸 46側（カウンタドライブギヤ側）に、第 2ギヤ 62a (2速ギヤ列）と第 4ギヤ 64a (4速ギヤ 歹 IJ)との何れか一方を第 1モータ軸 46に対して選択的に固定すると共に、第 2ギヤ 62 aおよび第 4ギヤ 64aの双方を第 1モータ軸 46に対して回転自在に (解放)すること力 S できるクラッチ C2が配置されている。本実施例において、クラッチ C2も、例えば、第 1 モータ軸 46に回転不能かつ軸方向に移動自在に保持されたドグを第 2ギヤ 62aに 固定されたドグと第 4ギヤ 64aに固定されたドグとの何れか一方により少ない損失で 嚙み合わせると共に両者の嚙み合いを解除することができるドグクラッチとして構成さ れており、上述のァクチユエータ 88により駆動される。これら 2速ギヤ列のギヤ 62a, 6 2b、 4速ギヤ列のギヤ 64a, 64bおよびクラッチ C2は、変速機 60の第 2変速機構を 構成する。なお、実施例において、ァクチユエータ 88は 1体のものとして図示されるが 、クラッチ CO, CIおよび C2を個別に駆動し得るものであることはいうまでもない。 [0045] As shown in FIG. 1, the first gear 61a of the first-speed gear train is rotatable and axially moved to the carrier shaft 45a extended from the carrier 45 as the second element of the differential rotation mechanism 40. Held impossible The first gear 61b fixed to the countershaft 65 is always meshed. Similarly, the third gear 63a of the third-speed gear train is also held on the carrier shaft 45a so as to be rotatable and immovable in the axial direction, and is always meshed with the third gear 63b fixed to the counter shaft 65. In this embodiment, either the first gear 61a (l-speed gear train) or the third gear 63a (3-speed gear train) is placed on the carrier shaft 45a side (counter drive gear side). In addition, a clutch C1 that is selectively fixed to the first shaft 61a and can rotate (release) both the first gear 61a and the third gear 63a with respect to the carrier shaft 45a is disposed! In this embodiment, for example, the clutch C1 is configured such that the dog held on the carrier shaft 45a so as not to be rotatable and movable in the axial direction is connected to the dog fixed to the first gear 61a and the third gear 63a. It is configured as a dog clutch that can be engaged with one of the fixed dogs with less! /, Loss and release the engagement between the two, and is driven by the above-described actuator 88. The gears 61a and 61b in the first gear train, the gears 63a and 63b in the third gear train, and the clutch C1 constitute a first transmission mechanism of the transmission 60. The second gear 62a of the second gear train is rotatable and non-movable in the axial direction to the first motor shaft 46 that can be connected to the sun gear 41, which is the first element of the differential rotation mechanism 40, via the clutch CO. It is held and always meshed with the second gear 62b fixed to the countershaft 65. Similarly, the fourth gear 64a of the 4-speed gear train is also held on the first motor shaft 46 so as to be rotatable and immovable in the axial direction, and is always meshed with the fourth gear 64b fixed to the counter shaft 65. Yes. In this embodiment, either the second gear 62a (second gear train) or the fourth gear 64a (fourth gear 歹 IJ) is connected to the first motor shaft 46 side (counter drive gear side). There is a clutch C2 that is selectively fixed with respect to the motor shaft 46 and has a force S that allows both the second gear 62a and the fourth gear 64a to be freely rotated (released) with respect to the first motor shaft 46. ing. In this embodiment, the clutch C2 also includes, for example, a dog fixed to the second gear 62a and a dog fixed to the fourth gear 64a. Are engaged as a dog clutch that can be engaged with each other with less loss and release the engagement between the two, and is driven by the above-described actuator 88. The gears 62a and 62b of the second speed gear train, the gears 64a and 64b of the fourth speed gear train and the clutch C2 constitute a second speed change mechanism of the transmission 60. In the embodiment, the actuator 88 is illustrated as a single unit. Needless to say, the clutches CO, CI and C2 can be driven individually.

[0046] このように構成された変速機 60によれば、クラッチ C2を解放状態とすると共に、クラ ツチ C1により第 1ギヤ 61a (1速ギヤ列）と第 3ギヤ 63a (3速ギヤ列）との何れか一方を キャリア軸 45aに固定すれば、キャリア軸 45aからの動力を第 1ギヤ 61a (1速ギヤ歹 IJ) または第 3ギヤ 63a (3速ギヤ歹 IJ)を介してカウンタシャフト 65に伝達することができる。 また、クラッチ COを繋ぐと共にクラッチ C1を解放状態とし、クラッチ C2により第 2ギヤ 6 2a (2速ギヤ列）と第 4ギヤ 64a (4速ギヤ列）との何れか一方を第 1モータ軸 46に固定 すれば、第 1モータ軸 46からの動力を第 2ギヤ 62a (2速ギヤ列）または第 4ギヤ 64a ( 4速ギヤ歹 IJ)を介してカウンタシャフト 65に伝達することができる。そして、キャリア軸 4 5aまたは第 1モータ軸 46からカウンタシャフト 65に伝達された動力は、ギヤ 66a, 66 bを介して駆動軸 67に伝達され、デフアレンシャルギヤ 68を介して最終的に駆動輪と しての後輪 69a, 69bに出力されることになる。以下、適宜、 1速ギヤ列を用いて動力 を伝達する状態を「第 1変速状態（1速)」と、 2速ギヤ列を用いて動力を伝達する状態 を「第 2変速状態（2速)」と、 3速ギヤ歹 IJを用いて動力を伝達する状態を「第 3変速状 態（3速）」と、 4速ギヤ歹 IJを用いて動力を伝達する状態を「第 4変速状態 (4速）」とレ、う 。また、本実施例の変速機 60では、クラッチ CI , C2がキャリア軸 45a、第 1モータ軸 46側に設けられているので、クラッチ CI , C2によりギヤ 61a〜64aをキャリア軸 45a または第 1モータ軸 46に固定する際の損失を低減することが可能となる。すなわち、 各ギヤ列における歯数の比にもよる力 S、特に減速比が小さい 4速ギヤ列を含む第 2変 速機構に関しては、クラッチ C2により第 1モータ軸 46に固定される前に空転している ギヤ 64aの回転数は、それぞれに対応するカウンタシャフト 65側のギヤ 64bの回転 数よりも低くなるので、少なくともクラッチ C2を第 1モータ軸 46側に設ければ、ギヤ 64 aのドグと第 1モータ軸 46のドグとをより少な!/、損失で係合させることが可能となる。な お、減速比が大きい 1速ギヤ列を含む第 1変速機構については、クラッチ C1をカウン タシャフト 65側に設けてもよい。 According to the transmission 60 configured as described above, the clutch C2 is disengaged, and the first gear 61a (first speed gear train) and the third gear 63a (third speed gear train) are operated by the clutch C1. Is fixed to the carrier shaft 45a, the power from the carrier shaft 45a is transferred to the counter shaft 65 via the first gear 61a (first gear 歹 IJ) or the third gear 63a (third gear 歹 IJ). Can be communicated to. Also, the clutch CO is engaged and the clutch C1 is released, and the clutch C2 causes the second gear 62a (second speed gear train) and the fourth gear 64a (fourth speed gear train) to be connected to the first motor shaft 46. If it is fixed to, the power from the first motor shaft 46 can be transmitted to the countershaft 65 via the second gear 62a (second gear train) or the fourth gear 64a (fourth gear gear IJ). The power transmitted from the carrier shaft 45a or the first motor shaft 46 to the countershaft 65 is transmitted to the drive shaft 67 via the gears 66a and 66b, and finally driven via the differential gear 68. It is output to the rear wheels 69a and 69b as wheels. In the following, the state where power is transmitted using the first gear train is referred to as “first shift state (1st gear)” and the state where power is transmitted using the second gear train is referred to as “second gear shift state (second gear). ) ”, The state where power is transmitted using the 3rd speed gear 歹 IJ is“ 3rd speed change state (3rd speed) ”, and the state where power is transmitted using the 4th speed gear 歹 IJ is“ 4th speed change state ” (4th gear) " Further, in the transmission 60 of this embodiment, the clutches CI and C2 are provided on the carrier shaft 45a and the first motor shaft 46 side, so that the gears 61a to 64a are connected to the carrier shaft 45a or the first motor by the clutch CI and C2. It is possible to reduce the loss when fixing to the shaft 46. That is, for the second speed change mechanism including the fourth speed gear train having a small gear ratio, particularly the force S depending on the ratio of the number of teeth in each gear train, the idle speed is fixed before being fixed to the first motor shaft 46 by the clutch C2. The rotation speed of the gear 64a is lower than the rotation speed of the corresponding gear 64b on the counter shaft 65 side. Therefore, if at least the clutch C2 is provided on the first motor shaft 46 side, the dog of the gear 64a And the dog of the first motor shaft 46 can be engaged with less! / Loss. Note that the clutch C1 may be provided on the counter shaft 65 side for the first speed change mechanism including the first gear train having a large reduction ratio.

[0047] そして、ハイブリッド ECU70は、 CPU72を中心とするマイクロプロセッサとして構成 されており、 CPU72の他に処理プログラムを記憶する ROM74と、データを一時的 に記憶する RAM76と、図示しない入出力ポートおよび通信ポートとを備える。ハイブ リツド ECU70には、ィグニッシヨンスィッチ（スタートスィッチ） 80からのィグニッシヨン 信号、シフトレバー 81の操作位置であるシフトポジション SPを検出するシフトポジショ ンセンサ 82からのシフトポジション SP、アクセルペダル 83の踏み込み量を検出する アクセルペダルポジションセンサ 84からのアクセル開度 Acc、ブレーキペダル 85の 踏み込み量を検出するブレーキペダルポジションセンサ 86からのブレーキペダルポ ジシヨン BP、車速センサ 87からの車速 Vが入力ポートを介して入力される。そして、 ハイブリッド ECU70は、上述したように、エンジン ECU24やモータ ECU30、バッテ リ ECU36と通信ポートを介して接続されており、エンジン ECU24やモータ ECU30 、バッテリ ECU36と各種制御信号やデータのやり取りを行なっている。また、クラッチ COや変速機 60のクラッチ C1および C2を駆動するァクチユエータ 88もハイブリッド E CU70により制御される。 [0047] The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port (not shown), and And a communication port. Hive Ridge ECU 70 has an ignition signal from start switch 80, a shift position SP from shift position sensor 82 that detects shift position SP, which is the operating position of shift lever 81, and the amount of depression of accelerator pedal 83 Detected accelerator pedal position sensor 84 Accelerator opening Acc, Brake pedal 85 Brake pedal position sensor 86 Detect brake pedal position BP, Vehicle speed sensor 87 Vehicle speed V Input via input port Is done. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 30, and the battery ECU 36 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 30, and the battery ECU 36. Yes. Further, the actuator 88 that drives the clutch CO and the clutches C1 and C2 of the transmission 60 is also controlled by the hybrid ECU 70.

[0048] 次に、上述のように構成された本実施例のハイブリッド自動車 20の動作について説 明する。 [0048] Next, the operation of the hybrid vehicle 20 of the present embodiment configured as described above will be described.

[0049] 図 3から図 7は、エンジン 22の運転を伴ってハイブリッド自動車 20を走行させる場 合に車速変化に応じて変速機 60の変速比をシフトアップ方向に変化させていくとき の差動回転機構 40および変速機 60の主たる要素の回転数やトルクの関係を例示す る説明図である。なお、図 3から図 7において、 61a軸〜 64a軸， 65軸および 67軸は 変速機 60の第 1ギヤ 64a〜第 4ギヤ 64a、カウンタシャフト 65および駆動軸 67の回 転数をそれぞれ示す。ノ、イブリツド自動車 20が図 3から図 7に示す状態で走行する際 には、アクセルペダル 83の踏み込み量や車速 Vに基づくハイブリッド ECU70の統括 的な制御のもと、エンジン ECU24によりエンジン 22力 モータ ECU30によりモータ MG1 , MG2が制御され、ァクチユエータ 88 (クラッチ C0、変速機 60のクラッチ C1お よび C2)はハイブリッド ECU70により直接制御される。図 3に示すように、ハイブリッド 自動車 20の発進時には、クラッチ COが繋がれ、変速機 60のクラッチ C2が解放状態 とされると共に、同図において一点鎖線で示すように、クラッチ C1により第 1ギヤ 61a (1速ギヤ歹 IJ)がキャリア軸 45a (キャリア 45)に固定される。これにより、差動回転機構 40のキャリア 45が出力要素となって当該キャリア 45に接続されたモータ MG2が電 動機として機能し、かつ反力要素となるサンギヤ 41に接続されたモータ MG1が発電 機として機能するようにモータ MG1 , MG2を駆動制御することが可能となる。以下、 モータ MG1が発電機として機能すると共にモータ MG2が電動機として機能するモ ードを「第 1トルク変換モード」という。このような第 1トルク変換モードにおける差動回 転機構 40の各要素と減速ギヤ機構 50の各要素とにおける回転数やトルクの関係を 表す共線図の一例を図 8に示す。力、かる第 1トルク変換モードのもとでは、エンジン 2 2からの動力が差動回転機構 40とモータ MG1および MG2とによってトルク変換され てキャリア 45に出力され、モータ MG1の回転数を制御することにより、エンジン 22の 回転数と出力要素たるキャリア 45の回転数との比を無段階かつ連続的に変化させる こと力 Sできる。そして、キャリア 45 (キャリア軸 45a)に出力された動力は、 1速ギヤ列（ 第 1ギヤ 61a, 61b)の変速比に基づいて変速（減速）されて駆動軸 67へと出力され ることになる。なお、図 8における符号は図 2のものと同様である。 [0049] FIGS. 3 to 7 show the differential when the speed ratio of the transmission 60 is changed in the upshift direction in accordance with the change in the vehicle speed when the hybrid vehicle 20 is driven with the operation of the engine 22. FIG. 5 is an explanatory diagram illustrating the relationship between the rotation speed and torque of main elements of the rotation mechanism 40 and the transmission 60. 3 to 7, the 61a axis to 64a axis, the 65 axis and the 67 axis indicate the rotation speeds of the first gear 64a to the fourth gear 64a of the transmission 60, the countershaft 65 and the drive shaft 67, respectively. When the hybrid vehicle 20 travels in the state shown in FIGS. 3 to 7, the engine ECU 24 controls the engine 22 force motor under the overall control of the hybrid ECU 70 based on the depression amount of the accelerator pedal 83 and the vehicle speed V. The motors MG1 and MG2 are controlled by the ECU 30, and the actuator 88 (clutch C0, clutches C1 and C2 of the transmission 60) is directly controlled by the hybrid ECU 70. As shown in FIG. 3, when the hybrid vehicle 20 is started, the clutch CO is engaged and the clutch C2 of the transmission 60 is disengaged, and the first gear is driven by the clutch C1 as shown by a dashed line in FIG. 61a (1st gear 歹 IJ) is fixed to carrier shaft 45a (carrier 45). As a result, the carrier 45 of the differential rotation mechanism 40 serves as an output element and the motor MG2 connected to the carrier 45 functions as an electric motor, and the motor MG1 connected to the sun gear 41 serving as a reaction force element generates power. The motors MG1 and MG2 can be driven and controlled to function as a machine. Hereinafter, the mode in which the motor MG1 functions as a generator and the motor MG2 functions as an electric motor is referred to as a “first torque conversion mode”. FIG. 8 shows an example of a collinear diagram showing the relationship between the rotational speed and torque in each element of the differential rotation mechanism 40 and each element of the reduction gear mechanism 50 in the first torque conversion mode. Under the first torque conversion mode, the power from the engine 22 is torque converted by the differential rotation mechanism 40 and the motors MG1 and MG2 and output to the carrier 45 to control the rotation speed of the motor MG1. As a result, it is possible to continuously and continuously change the ratio between the rotational speed of the engine 22 and the rotational speed of the carrier 45 as an output element. The power output to the carrier 45 (carrier shaft 45a) is shifted (decelerated) based on the gear ratio of the first gear train (first gears 61a, 61b) and output to the drive shaft 67. Become. Note that the reference numerals in FIG. 8 are the same as those in FIG.

[0050] 図 3に示す状態、すなわち 1速ギヤ列が選択された第 1変速状態でハイブリッド自 動車 20の車速 Vが高まると、発電機であるモータ MG1の回転数が低下していき、や がて、第 1モータ軸 46の回転数がカウンタシャフト 65の第 2ギヤ 62bと嚙み合ってい る第 2ギヤ 62aの回転数と概ね一致するようになる。これにより、第 1変速状態（1速ギ ャ歹 IJ)から第 2変速状態（2速ギヤ歹 IJ)への移行が可能となる。第 1変速状態から第 2 変速状態へと移行させる際には、図 4にお!/、て一点鎖線および二点鎖線で示すよう に、クラッチ C1により第 1ギヤ 61a (1速ギヤ歹 IJ)をキャリア軸 45a (キャリア 45)に固定 したまま、クラッチ C2により第 2ギヤ 62a (2速ギヤ歹 IJ)を第 1モータ軸 46 (サンギヤ 41) に固定すると共に、モータ MG1および MG2に対するトルク指令を ^10に設定する。 この状態では、モータ MG1および MG2は、カ行および回生の何れをも実行せずに 空転し、エンジン 22からの動力（トルク）は、電気工ネルギへの変換を伴うことなぐ固 定された（一定の）変速比（1速ギヤ列の変速比と 2速ギヤ列の変速比との間の値)で 機械的（直接）に駆動軸 67へと伝達されることになる。以下、このように、差動回転機 構 40の第 1要素たるサンギヤ 41と第 2要素たるキャリア 45との双方を変速機 60により 駆動軸 67に連結するモードを「同時係合モード」という。また、特に、図 4に示す状態 を「1 2速同時係合状態」という。  [0050] When the vehicle speed V of the hybrid vehicle 20 increases in the state shown in FIG. 3, that is, in the first shift state in which the first-speed gear train is selected, the rotational speed of the motor MG1, which is a generator, decreases. Accordingly, the rotational speed of the first motor shaft 46 becomes substantially the same as the rotational speed of the second gear 62a meshing with the second gear 62b of the countershaft 65. Thereby, it is possible to shift from the first speed change state (first speed gear IJ) to the second speed change state (second speed gear IJ). When shifting from the first speed change state to the second speed change state, as shown in FIG. 4! /, The first gear 61a (first speed gear 速 IJ) is generated by the clutch C1 as shown by the one-dot chain line and the two-dot chain line. Is fixed to the carrier shaft 45a (carrier 45), the second gear 62a (second gear 歹 IJ) is fixed to the first motor shaft 46 (sun gear 41) by the clutch C2, and torque commands to the motors MG1 and MG2 are issued. Set to ^ 10. In this state, the motors MG1 and MG2 are idling without performing any of the running or regenerating operation, and the power (torque) from the engine 22 is fixed without being converted to electric energy ( It is transmitted to the drive shaft 67 mechanically (directly) at a constant gear ratio (a value between the gear ratio of the first gear train and the gear ratio of the second gear train). Hereinafter, a mode in which both the sun gear 41 as the first element and the carrier 45 as the second element of the differential rotating mechanism 40 are connected to the drive shaft 67 by the transmission 60 is referred to as a “simultaneous engagement mode”. In particular, the state shown in FIG. 4 is referred to as “12-speed simultaneous engagement state”.

[0051] 図 4に示す 1 2速同時係合状態のもとでクラッチ C1を解放状態とすれば、図 5に おいて二点鎖線で示すように、クラッチ C2により第 2ギヤ 62a (2速ギヤ歹 IJ)のみが第 1モータ軸 46 (サンギヤ 41)に固定されるようになる。これにより、差動回転機構 40の サンギヤ 41が出力要素となって当該サンギヤ 41に接続されたモータ MG1が電動機 として機能し、かつ反力要素となるキャリア 45に接続されたモータ MG2が発電機とし て機能するようにモータ MG1 , MG2を駆動制御することが可能となる。以下、モータ MG2が発電機として機能すると共にモータ MG1が電動機として機能するモードを「 第 2トルク変換モード」という。このような第 2トルク変換モードにおける差動回転機構 4 0の各要素と減速ギヤ機構 50の各要素とにおける回転数やトルクの関係を表す共線 図の一例を図 9に示す。力、かる第 2トルク変換モードのもとでは、エンジン 22からの動 力が差動回転機構 40とモータ MG1および MG2とによってトルク変換されてサンギ ャ 41に出力され、モータ MG2の回転数を制御することにより、エンジン 22の回転数 と出力要素たるサンギヤ 41の回転数との比を無段階かつ連続的に変化させることが できる。そして、サンギヤ 41 (第 1モータ軸 46)に出力された動力は、 2速ギヤ列（第 2 ギヤ 62a, 62b)の変速比に基づいて変速（減速）されて駆動軸 67へと出力されること になる。なお、図 9における符号は図 2のものと同様である。 [0051] If the clutch C1 is disengaged under the 1-speed 2-speed simultaneous engagement state shown in FIG. As indicated by a two-dot chain line, only the second gear 62a (second gear IJ) is fixed to the first motor shaft 46 (sun gear 41) by the clutch C2. Thus, the sun gear 41 of the differential rotation mechanism 40 serves as an output element, the motor MG1 connected to the sun gear 41 functions as an electric motor, and the motor MG2 connected to the carrier 45 serving as a reaction force element serves as a generator. The motors MG1 and MG2 can be driven and controlled so as to function. Hereinafter, a mode in which the motor MG2 functions as a generator and the motor MG1 functions as an electric motor is referred to as a “second torque conversion mode”. FIG. 9 shows an example of a collinear diagram showing the relationship between the rotational speed and torque in each element of the differential rotation mechanism 40 and each element of the reduction gear mechanism 50 in the second torque conversion mode. Under the second torque conversion mode, the power from the engine 22 is torque converted by the differential rotation mechanism 40 and the motors MG1 and MG2 and output to the sun gear 41 to control the rotation speed of the motor MG2. By doing so, the ratio between the rotational speed of the engine 22 and the rotational speed of the sun gear 41 as an output element can be continuously and continuously changed. The power output to the sun gear 41 (first motor shaft 46) is shifted (decelerated) based on the speed ratio of the second gear train (second gears 62a, 62b) and output to the drive shaft 67. It will be. The reference numerals in FIG. 9 are the same as those in FIG.

図 5に示す状態、すなわち 2速ギヤ列が選択された第 2変速状態でハイブリッド自 動車 20の車速 Vが高まると、発電機であるモータ MG2の回転数が低下していき、や がて、キャリア軸 45aの回転数がカウンタシャフト 65の第 3ギヤ 63bと嚙み合っている 第 3ギヤ 63aの回転数と概ね一致するようになる。これにより、第 2変速状態（2速ギヤ 歹 IJ)から第 3変速状態（3速ギヤ列）への移行が可能となる。第 2変速状態から第 3変 速状態へと移行させる際には、図 6において一点鎖線および二点鎖線で示すように 、クラッチ C2により第 2ギヤ 62a (2速ギヤ列）を第 1モータ軸 46 (サンギヤ 41)に固定 したまま、クラッチ C1により第 3ギヤ 63a (3速ギヤ歹 IJ)をキャリア軸 45a (キャリア 45)に 固定すると共に、モータ MG1および MG2に対するトルク指令を値 0に設定する。こ の場合も、上述の同時係合モードのもと、モータ MG1および MG2はカ行および回 生の何れをも実行せずに空転し、エンジン 22からの動力（トルク）は、電気工ネルギ に変換されることなぐ固定された（一定の）変速比（2速ギヤ列の変速比と 3速ギヤ列 の変速比との間の値)で機械的（直接）に駆動軸 67へと伝達されることになる。以下、 図 6に示す状態を「2— 3速同時係合状態」という。 When the vehicle speed V of the hybrid vehicle 20 increases in the state shown in FIG. 5, that is, in the second speed change state in which the 2-speed gear train is selected, the rotational speed of the motor MG2 that is the generator decreases, and eventually, The rotation speed of the carrier shaft 45a substantially matches the rotation speed of the third gear 63a that is in mesh with the third gear 63b of the countershaft 65. As a result, it is possible to shift from the second speed change state (second speed gear 歹 IJ) to the third speed change state (third speed gear train). When shifting from the second speed change state to the third speed change state, as shown by the one-dot chain line and the two-dot chain line in FIG. 6, the second gear 62a (second speed gear train) is moved by the clutch C2 to the first motor shaft. 46 With 3rd gear 63a (3rd gear 歹 IJ) fixed to carrier shaft 45a (carrier 45) with clutch C1, torque command for motors MG1 and MG2 set to 0 . In this case as well, under the above-described simultaneous engagement mode, the motors MG1 and MG2 run idle without performing both the gearing and the regeneration, and the power (torque) from the engine 22 is transferred to the electric energy. It is transmitted to the drive shaft 67 mechanically (directly) at a fixed (constant) gear ratio (a value between the gear ratio of the second gear train and the gear ratio of the third gear train) without being converted. Will be. Less than, The state shown in FIG. 6 is referred to as “2-3rd speed simultaneous engagement state”.

[0053] 図 6に示す 2— 3速同時係合状態のもとでクラッチ C2を解放状態とすれば、図 7に おいて一点鎖線で示すように、クラッチ C1により第 3ギヤ 63a (3速ギヤ歹 IJ)のみがキ ャリア軸 45a (キャリア 45)に固定されるようになり、再度、上述の第 1トルク変換モード に移行することになる。この場合、キャリア 45 (キャリア軸 45a)に出力された動力は、 3速ギヤ列（第 3ギヤ 63a, 63b)の変速比に基づいて変速されて駆動軸 67へと出力 されることになる。そして、図示を省略するが、 3速ギヤ列が選択された第 3変速状態 でハイブリッド自動車 20の車速 Vが高まると、発電機であるモータ MG1の回転数が 低下していき、やがて、第 1モータ軸 46の回転数がカウンタシャフト 65の第 4ギヤ 64 bと嚙み合っている第 4ギヤ 64aの回転数と概ね一致するようになる。これにより、第 3 変速状態（3速ギヤ歹 IJ)から第 4変速状態 (4速ギヤ列）への移行が可能となる。この場 合には、 3速ギヤ列と 4速ギヤ列とを用いた同時係合モード、すなわち変速比が 3速 ギヤ列の変速比と 4速ギヤ列の変速比との間の値となる図示しない「3— 4速同時係 合状態」を経た後、クラッチ C1を解放状態とすれば、クラッチ C2により第 4ギヤ 64a ( 4速ギヤ歹 IJ)のみがキャリア軸 45a (キャリア 45)に固定され、キャリア軸 45aおよび 4速 ギヤ列を介して動力を駆動軸 67に伝達可能となる。なお、変速機 60の変速比をシフ トダウン方向に変化させる場合には、基本的に上記説明と逆の手順を実行すればよ い。 [0053] If the clutch C2 is disengaged under the two-third speed simultaneous engagement state shown in FIG. 6, the third gear 63a (three-speed gear) is caused by the clutch C1, as shown by a one-dot chain line in FIG. Only the gear (IJ) is fixed to the carrier shaft 45a (carrier 45), and the mode is again shifted to the first torque conversion mode. In this case, the power output to the carrier 45 (carrier shaft 45a) is shifted based on the gear ratio of the third gear train (third gears 63a, 63b) and output to the drive shaft 67. Although illustration is omitted, when the vehicle speed V of the hybrid vehicle 20 increases in the third shift state in which the 3-speed gear train is selected, the rotational speed of the motor MG1, which is the generator, decreases, and eventually the first The number of rotations of the motor shaft 46 is approximately the same as the number of rotations of the fourth gear 64a that meshes with the fourth gear 64b of the countershaft 65. As a result, it is possible to shift from the third speed change state (third speed gear 歹 IJ) to the fourth speed change state (fourth speed gear train). In this case, the simultaneous engagement mode using the 3rd gear train and the 4th gear train, that is, the gear ratio is a value between the gear ratio of the 3rd gear train and the gear ratio of the 4th gear train. If the clutch C1 is disengaged after passing through the “3-4 speed simultaneous engagement state” (not shown), only the fourth gear 64a (fourth gear 歹 IJ) is fixed to the carrier shaft 45a (carrier 45) by the clutch C2. Thus, power can be transmitted to the drive shaft 67 via the carrier shaft 45a and the fourth-speed gear train. Note that when changing the gear ratio of the transmission 60 in the shift-down direction, the procedure reverse to that described above may be basically executed.

[0054] このように、本実施例のハイブリッド自動車 20では、変速機 60の変速比の変更に 伴って第 1トルク変換モードと第 2トルク変換モードとが交互に切り換えられるので、特 に電動機として機能するモータ MG2または MG1の回転数 Nm2または Nmlが高ま つたときに、発電機として機能するモータ MG1または MG2の回転数 Nmlまたは N m2が負の値にならないようにすることができる。従って、ハイブリッド自動車 20では、 第 1トルク変換モードのもとで、モータ MG1の回転数が負になることに伴いキャリア軸 45aに出力される動力の一部を用いてモータ MG2が発電すると共にモータ MG2に より発電された電力をモータ MG1が消費して動力を出力するという動力循環や、第 2 トルク変換モードのもとで、モータ MG2の回転数が負になることに伴い第 1モータ軸 46に出力される動力の一部を用いてモータ MG1が発電すると共にモータ MG1によ り発電された電力をモータ MG2が消費して動力を出力するという動力循環の発生を 抑制することが可能となり、より広範な運転領域において動力の伝達効率を向上させ ること力 Sできる。また、このような動力循環の抑制に伴いモータ MG1 , MG2の最高回 転数を抑えることができるので、それによりモータ MG1 , MG2を小型化することも可 能となる。更に、上述の同時係合モードのもとでハイブリッド自動車 20を走行させれ ば、 1 2速同時係合状態、 2— 3速同時係合状態および 3— 4速同時係合状態のそ れぞれに固有の変速比でエンジン 22からの動力を機械的（直接）に駆動軸 67へと 伝達することができるので、電気工ネルギへの変換を伴うことなくエンジン 22から駆 動軸 67に動力を機械的に出力する機会を増やして、より広範な運転領域において 動力の伝達効率をより一層向上させることができる。一般に、エンジンと 2体の電動機 と遊星歯車機構のような差動回転機構とを用いた動力出力装置では、エンジンと駆 動軸との間の減速比が比較的大きいときにエンジンの動力が電気工ネルギにより多 く変換されるので動力の伝達効率が悪化すると共にモータ MG1 , MG2の発熱を招 く傾向にあることから、上述の同時係合モードは、特にエンジン 22と駆動軸との間の 減速比が比較的大きい場合に特に有利なものとなる。また、本実施例のハイブリッド 自動車 20では、変速機 60の変速比を変更する際に、第 1トルク変換モードと第 2トル ク変換モードとの間で一旦同時係合モードが実行されることから、変速比の変更時に おけるいわゆるトルク抜けを生じることはなぐ変速比の変更すなわち第 1トルク変換 モードと第 2トルク変換モードとの切り換えを極めてスムースかつショック無く実行する ことが可能となる。 [0054] Thus, in the hybrid vehicle 20 of the present embodiment, the first torque conversion mode and the second torque conversion mode are alternately switched in accordance with the change in the transmission gear ratio of the transmission 60, and therefore, particularly as an electric motor. When the speed Nm2 or Nml of the functioning motor MG2 or MG1 becomes high, the speed Nml or Nm2 of the motor MG1 or MG2 functioning as a generator can be prevented from becoming a negative value. Therefore, in the hybrid vehicle 20, the motor MG2 generates power using a part of the power output to the carrier shaft 45a when the rotational speed of the motor MG1 becomes negative under the first torque conversion mode, and the motor The motor MG2 consumes the electric power generated by the MG2 and outputs power, and the second motor conversion mode causes the motor MG2 to become negative, and the first motor shaft 46 The motor MG1 generates electricity using a part of the power output to the This makes it possible to suppress the generation of power circulation in which the motor MG2 consumes the generated power and outputs power, thereby improving the power transmission efficiency in a wider operating range. Moreover, since the maximum number of rotations of the motors MG1 and MG2 can be suppressed in accordance with such suppression of power circulation, the motors MG1 and MG2 can be downsized. Furthermore, if the hybrid vehicle 20 is driven under the above-mentioned simultaneous engagement mode, 1 2nd speed simultaneous engagement state, 2nd and 3rd speed simultaneous engagement state, and 3rd and 4th speed simultaneous engagement state, respectively. Since the power from the engine 22 can be mechanically (directly) transmitted to the drive shaft 67 at a unique gear ratio, the power from the engine 22 to the drive shaft 67 is not converted to electric energy. As a result, the power transmission efficiency can be further improved in a wider range of operation. In general, in a power output device using an engine, two electric motors, and a differential rotation mechanism such as a planetary gear mechanism, the engine power is electric when the reduction ratio between the engine and the drive shaft is relatively large. Since the power transmission efficiency deteriorates and the motor MG1 and MG2 tend to generate heat due to the large amount of conversion by the energy, the above-mentioned simultaneous engagement mode is particularly effective between the engine 22 and the drive shaft. This is particularly advantageous when the reduction ratio is relatively large. Further, in the hybrid vehicle 20 of the present embodiment, the simultaneous engagement mode is temporarily executed between the first torque conversion mode and the second torque conversion mode when the transmission ratio of the transmission 60 is changed. Therefore, it is possible to change the speed ratio, that is, to switch between the first torque conversion mode and the second torque conversion mode very smoothly and without shock, without causing so-called torque loss when the speed ratio is changed.

続いて、図 10を参照しながら、エンジン 22を停止させた状態でバッテリ 35からの電 力を用いてモータ MG1やモータ MG2に動力を出力させ、それによりハイブリッド自 動車 20を走行させるモータ走行モードにつ!/、て説明する。本実施例のハイブリッド 自動車 20において、モータ走行モードは、モータ MG2のみに動力を出力させる第 1 モータ走行モードと、モータ MG1のみに動力を出力させる第 2モータ走行モードと、 モータ MG1および MG2の双方に動力を出力させる第 3モータモードとに大別される 。これら第 1〜第 3モータ走行モードを実行する際には、クラッチ COが解放状態とさ れ、サンギヤ軸 41aと第 1モータ軸 46との接続が解除される。 第 1モータ走行モードを実行する際には、例えばクラッチ COおよび変速機 60のクラ ツチ C2を解放状態とすると共にクラッチ C1により 1速ギヤ列の第 1ギヤ 61aまたは 3 速ギヤ列の第 3ギヤ 63aをキャリア軸 45aに固定し、モータ MG2のみを駆動制御する 。これにより、図 10において一点鎖線で示すように、モータ MG2からキャリア 45に対 して動力が出力され、この動力はキャリア軸 45a、 1速ギヤ列または 3速ギヤ列等を介 して駆動軸 67に伝達されることになる。この際、クラッチ COが解放状態とされてサン ギヤ 41と第 1モータ軸 46との接続が解除されていることから差動回転機構 40の機能 により停止されたエンジン 22のクランクシャフト 26の連れ回しが回避されると共に、ク ラッチ C2が解放状態とされることよりモータ MG1の連れ回しが回避され（図 10にお ける一点鎖線参照）、それにより動力の伝達効率の低下を抑制することができる。ま た、第 2モータ走行モードを実行する際には、例えばクラッチ COおよび変速機 60の クラッチ C1を解放状態とすると共にクラッチ C2により 2速ギヤ列の第 2ギヤ 62aまたは 4速ギヤ列の第 4ギヤ 64aを第 1モータ軸 46に固定すると共に、モータ MG1のみを 駆動制御する。これにより、図 10において二点鎖線で示すように、モータ MG1から サンギヤ 41に対して動力が出力され、この動力はサンギヤ軸 41aや第 1モータ軸 46 、 2速ギヤ列または 4速ギヤ列等を介して駆動軸 67に伝達されることになる。この際、 クラッチ COが解放状態とされてサンギヤ 41と第 1モータ軸 46との接続が解除されて いることから差動回転機構 40の機能により停止されたエンジン 22のクランクシャフト 2 6の連れ回しが回避されると共に、クラッチ C1が解放状態とされることによりモータ M G2の連れ回しが回避され（図 10における二点鎖線参照）、それにより動力の伝達効 率の低下を抑制することができる。更に、第 3モータ走行モードを実行する際には、ク ラッチ C1および C2を用いて変速機 60を上述の 1—2速同時係合状態、 2— 3速同時 係合状態、または 3— 4速同時係合状態に設定した上でモータ MG1および MG2の 双方を駆動制御する。これにより、モータ MG1および MG2の双方から動力を出力さ せ、モータ走行モードのもとで大きな動力を駆動軸 67に伝達することができるので、 モータ走行時におけるトーイング性能等を良好に確保することが可能となる。なお、 第 1モータ走行モードおよび第 2モータ走行モードにお!/、て、クラッチ C0を繋!/、だま ま一方の停止しているモータ MG1または MG2を連れ回した状態で他方のモータ M Glまたは MG2に動力を出力させてもよいことはいうまでもない（図 10における破線 参照)。 Subsequently, referring to FIG. 10, the motor travel mode in which the power from the battery 35 is output to the motor MG1 and the motor MG2 using the electric power from the battery 35 with the engine 22 stopped, thereby causing the hybrid vehicle 20 to travel. I will explain to you! In the hybrid vehicle 20 of the present embodiment, the motor travel mode includes a first motor travel mode in which power is output only to the motor MG2, a second motor travel mode in which power is output only to the motor MG1, and both motors MG1 and MG2. It is roughly divided into the third motor mode that outputs power to the motor. When these first to third motor travel modes are executed, the clutch CO is released and the connection between the sun gear shaft 41a and the first motor shaft 46 is released. When the first motor travel mode is executed, for example, the clutch CO and the clutch C2 of the transmission 60 are released, and the first gear 61a of the first gear train or the third gear of the third gear train is operated by the clutch C1. 63a is fixed to the carrier shaft 45a, and only the motor MG2 is driven and controlled. As a result, as indicated by a one-dot chain line in FIG. 10, power is output from the motor MG2 to the carrier 45, and this power is transmitted to the drive shaft via the carrier shaft 45a, the first speed gear train or the third speed gear train. Will be transmitted to 67. At this time, since the clutch CO is released and the connection between the sun gear 41 and the first motor shaft 46 is released, the crankshaft 26 of the engine 22 stopped by the function of the differential rotation mechanism 40 is rotated. Is avoided, and the rotation of the motor MG1 is avoided by setting the clutch C2 to the released state (see the dashed line in FIG. 10), thereby suppressing a reduction in power transmission efficiency. . When the second motor travel mode is executed, for example, the clutch CO and the clutch C1 of the transmission 60 are disengaged, and the second gear 62a of the second gear train or the second gear 62a of the fourth gear train is engaged by the clutch C2. 4Gear 64a is fixed to the first motor shaft 46 and only the motor MG1 is driven. As a result, as indicated by a two-dot chain line in FIG. 10, power is output from the motor MG1 to the sun gear 41. This power is transmitted to the sun gear shaft 41a, the first motor shaft 46, the second gear train, the fourth gear train, etc. It is transmitted to the drive shaft 67 via At this time, since the clutch CO is released and the connection between the sun gear 41 and the first motor shaft 46 is released, the crankshaft 26 of the engine 22 stopped by the function of the differential rotation mechanism 40 is rotated. And avoiding the rotation of the motor MG2 by the clutch C1 being released (see the two-dot chain line in FIG. 10), thereby suppressing a reduction in power transmission efficiency. . Further, when the third motor traveling mode is executed, the clutch C1 and C2 are used to connect the transmission 60 to the above-described first and second speed simultaneous engagement states, the second and third speed simultaneous engagement states, or 3-4. Drive control is performed for both motors MG1 and MG2 after setting to the high-speed simultaneous engagement state. As a result, power can be output from both the motors MG1 and MG2, and a large amount of power can be transmitted to the drive shaft 67 under the motor travel mode, so that the towing performance, etc. during motor travel can be secured well. Is possible. In the 1st motor travel mode and the 2nd motor travel mode! /, The clutch C0 is engaged! /, While the other motor M is in the state where one of the motors MG1 or MG2 has been stopped. Needless to say, power may be output to Gl or MG2 (see broken line in Fig. 10).

そして、本実施例のハイブリッド自動車 20では、第 1〜第 3モータ走行モード間での モード変更を行うことにより、モータ走行に際して変速機 60の変速比を変更しながら 動力を効率よく駆動軸 67に伝達することができる。すなわち、クラッチ C1により 1速ギ ャ列の第 1ギヤ 61aまたは 3速ギヤ列の第 3ギヤ 63aをキャリア軸 45aに固定すると共 にモータ MG2のみを駆動制御する第 1モータ走行モードのもとで変速機 60の変速 比をシフトアップ側に変更するときには、まずモータ MG1の回転数を 2速ギヤ列の第 2ギヤ 62aまたは 4速ギヤ列の第 4ギヤ 64aの回転数に同期させる。次いで、クラッチ C2により第 2ギヤ 62aまたは第 4ギヤ 64aを第 1モータ軸 46に固定すれば、第 3モー タ走行モードすなわち上述の 1 2速同時係合状態または 3— 4速同時係合状態へ と移行することができる。その後、クラッチ C1を解放状態とすれば、モータ MG1のみ を駆動制御する第 2モータ走行モードへと移行すると共にクラッチ C2により 2速ギヤ 列の第 2ギヤ 62aまたは 4速ギヤ列の第 4ギヤ 64aを第 1モータ軸 46に固定して変速 機 60の変速比をシフトアップ側（2速または 4速）に変更することができる。また、クラッ チ C2により 2速ギヤ列の第 2ギヤ 62aを第 1モータ軸 46に固定すると共にモータ MG 1のみを駆動制御する第 2モータ走行のもとで変速機 60の変速比をシフトアップ側に 変更するときには、まずモータ MG2の回転数を 3速ギヤ列の第 3ギヤ 63aの回転数 に同期させる。次いで、クラッチ C1により第 3ギヤ 63aをキャリア軸 45aに固定すれば 、第 3モータ走行モードすなわち上述の 2— 3速同時係合状態へと移行することがで きる。その後、クラッチ C2を解放状態とすれば、モータ MG2のみを駆動制御する第 1 モータ走行モードへと移行すると共にクラッチ C1により 3速ギヤ列の第 3ギヤ 63aをキ ャリア軸 45aに固定して変速機 60の変速比をシフトアップ側（3速）に変更することが できる。この結果、本実施例のハイブリッド自動車 20では、モータ走行モードのもとで も、変速機 60を用いてキャリア軸 45aや第 1モータ軸 46の回転数を減速してトルクを 増幅したり、キャリア軸 45aや第 1モータ軸 46の回転数を増速させたりすることができ るので、モータ MG1 , MG2に要求される最大トルクや最高回転数を低下させること が可能となり、モータ MG1 , MG2の小型化を図ることができる。また、このようなモー タ走行中における変速機 60の変速比の変更に際しても、一旦第 3モータ走行モード すなわち同時係合モードが実行されることから、変速比の変更時におけるいわゆるト ルク抜けを生じることはなぐ変速比の変更を極めてスムースかつショック無く実行す ること力 S可倉 となる。 In the hybrid vehicle 20 of the present embodiment, by changing the mode between the first to third motor travel modes, the power is efficiently transferred to the drive shaft 67 while changing the gear ratio of the transmission 60 during motor travel. Can communicate. In other words, the first gear 61a of the first gear train or the third gear 63a of the third gear train is fixed to the carrier shaft 45a by the clutch C1, and at the same time, the first motor travel mode controls only the motor MG2. When changing the gear ratio of the transmission 60 to the upshift side, first, the rotational speed of the motor MG1 is synchronized with the rotational speed of the second gear 62a of the second gear train or the fourth gear 64a of the fourth gear train. Next, if the second gear 62a or the fourth gear 64a is fixed to the first motor shaft 46 by the clutch C2, the third motor traveling mode, that is, the above-described 1st 2nd speed simultaneous engagement state or the above 3rd and 4th speed simultaneous engagement state Can be transferred to. After that, if the clutch C1 is released, the mode shifts to the second motor traveling mode in which only the motor MG1 is driven and controlled, and the second gear 62a of the second gear train or the fourth gear 64a of the fourth gear train is controlled by the clutch C2. Can be fixed to the first motor shaft 46, and the gear ratio of the transmission 60 can be changed to the upshift side (second speed or fourth speed). In addition, the second gear 62a of the second gear train is fixed to the first motor shaft 46 by the clutch C2, and the gear ratio of the transmission 60 is shifted up under the second motor driving that drives and controls only the motor MG 1. When changing to the side, first, the rotational speed of the motor MG2 is synchronized with the rotational speed of the third gear 63a of the third gear train. Next, when the third gear 63a is fixed to the carrier shaft 45a by the clutch C1, it is possible to shift to the third motor traveling mode, that is, the above-described second- and third-speed simultaneous engagement state. After that, if the clutch C2 is released, the mode shifts to the first motor travel mode in which only the motor MG2 is driven and the third gear 63a of the third gear train is fixed to the carrier shaft 45a by the clutch C1 and the speed is changed. The gear ratio of unit 60 can be changed to the upshift side (3rd gear). As a result, in the hybrid vehicle 20 of the present embodiment, even in the motor travel mode, the transmission 60 is used to reduce the rotational speed of the carrier shaft 45a and the first motor shaft 46 to amplify the torque, Since the rotation speed of the shaft 45a and the first motor shaft 46 can be increased, the maximum torque and the maximum rotation speed required for the motors MG1 and MG2 can be reduced, and the motors MG1 and MG2 Miniaturization can be achieved. Also, such a mode Since the third motor travel mode, that is, the simultaneous engagement mode is once executed even when the transmission ratio of the transmission 60 is changed during the travel, the so-called torque loss is not caused when the transmission ratio is changed. The power to execute the change of is very smooth and without shock.

なお、モータ走行モードのもとで変速機 60の変速比をシフトダウン方向に変化させ る場合には、基本的に上記説明と逆の手順を実行すればよい。また、モータ MG2の みに動力を出力させる第 1モータ走行モードまたはモータ MG1のみに動力を出力さ せる第 2モータ走行モードのもとで要求駆動力が高まったり、バッテリ 35の残容量 SO Cが低下したりしたような場合には、それまで動力を出力していなかったモータ MG1 または MG2を駆動制御してその回転数 Nmlまたは Nm2を動力分配統合機構 40の サンギヤ 41またはキャリア 45の回転数と同期させた上でクラッチ COを繋ぎ、当該モ ータ MG1または MG2によるエンジン 22のモータリングを実行してエンジン 22を始動 させればよい。これにより、駆動軸 67に動力を滑らかに伝達しながら、エンジン 22を 始動させることが可能となる。更に、モータ MG1および MG2の双方に動力を出力さ せる第 3モータモードのもとでエンジン 22を始動させる場合には、まず変速機 60の目 標変速比等に応じて継続して動力を出力させる一方のモータ MG1または MG2を選 択した上で、継続して動力を出力させな!/、他方のモータ MG2または MG1による動 力を上記一方のモータ MG1または MG2に出力させる動力移換処理を実行する。そ して、動力移換処理の完了後にクラッチ C2または C1を解放状態とすることにより継 続して動力を出力させない他方のモータ MG2または MG1を変速機 60から切り離し た上で、当該他方のモータ MG2または MG1を駆動制御してその回転数 Nm2また は Nmlを動力分配統合機構 40のキャリア 45またはサンギヤ 41の回転数と同期させ た上でクラッチ COを繋ぎ、当該モータ MG2または MG1によるエンジン 22のモータリ ングを実行してエンジン 22を始動させればよい。これにより、駆動軸 67に動力を滑ら かに伝達しながら、エンジン 22を始動させることが可能となる。また、第 1モータ走行 モードおよび第 2モータ走行モードにおいて、クラッチ COを繋いだまま一方の停止し ているモータ MG1または MG2を連れ回した状態で他方のモータ MG1または MG2 に動力を出力させているときには、停止していた一方のモータ MG1または MG2によ るエンジン 22のモータリングを実行すれば、エンジン 22を始動させることができる。 It should be noted that when changing the gear ratio of the transmission 60 in the downshift direction under the motor travel mode, the procedure reverse to the above description may be basically executed. In addition, the required driving force increases under the first motor travel mode in which power is output only to motor MG2 or the second motor travel mode in which power is output only to motor MG1, or the remaining capacity SOC of battery 35 is reduced. If the motor MG1 or MG2 has not output power until then, the number of revolutions Nml or Nm2 is set to the number of revolutions of the sun gear 41 or carrier 45 of the power distribution and integration mechanism 40. After synchronizing, the clutch CO is engaged, and the engine 22 is motored by the motor MG1 or MG2 to start the engine 22. This makes it possible to start the engine 22 while smoothly transmitting power to the drive shaft 67. Furthermore, when the engine 22 is started under the third motor mode in which power is output to both the motors MG1 and MG2, power is continuously output according to the target gear ratio of the transmission 60, etc. Select one motor MG1 or MG2 to be used and do not continue to output power! / Power transfer processing to output the power from the other motor MG2 or MG1 to the one motor MG1 or MG2 Execute. After the power transfer process is completed, the other motor MG2 or MG1 that does not continue to output power by releasing the clutch C2 or C1 is disconnected from the transmission 60, and then the other motor MG2 or MG1 is driven and controlled, and its rotational speed Nm2 or Nml is synchronized with the rotational speed of the carrier 45 or sun gear 41 of the power distribution and integration mechanism 40, then the clutch CO is connected, and the engine 22 of the motor MG2 or MG1 It is only necessary to start the engine 22 by executing motoring. As a result, the engine 22 can be started while the power is smoothly transmitted to the drive shaft 67. In the first motor travel mode and the second motor travel mode, power is output to the other motor MG1 or MG2 while the stopped motor MG1 or MG2 is rotated with the clutch CO engaged. Sometimes, one motor MG1 or MG2 that was stopped When the motoring of the engine 22 is executed, the engine 22 can be started.

[0059] 以上説明したように、本実施例のハイブリッド自動車 20では、差動回転機構 40が 互いに同軸に配置されたモータ MG1および MG2の間に両モータ MG1 , MG2と同 軸に配置される。これにより、モータ MG1および MG2として径方向のサイズがより小 さいものを採用可能となるので、エンジン 22,モータ MG1 , MG2、差動回転機構 40 および変速機 60等からなる動力出力装置をコンパクトで搭載性に優れたものとする こと力 Sできる。従って、かかる動力出力装置は、後輪 69a, 69bを駆動して走行するハ イブリツド自動車 20に対して前後方向に高いスペース効率をもって車室やラゲッジス ペースを狭めることなく搭載され得る。また、本実施例では、エンジン 22がモータ MG 2と同軸に並設されると共に、差動回転機構 40を挟んで変速機 60と対向しており、 エンジン 22、モータ MG1 , MG2、差動回転機構 40および変速機 60という構成要素 は、車両前方から、エンジン 22、モータ MG2、（減速ギヤ機構 50)、差動回転機構 4 0、モータ MG1、変速機 60という順番で配置されることになる。これにより、モータ M Gl , MG2をエンジン 22と変速機 60との間に配置して動力出力装置全体、特にその 軸方向長さをより小さくすると共に、動力出力装置の組立性やメインテナンス性、更 には信頼性を向上させることが可能となる。そして、本実施例では、モータ MG1 , M G2と差動回転機構 40との接続にそれぞれ中空のサンギヤ軸 41a、第 1モータ軸 46 および第 2モータ軸 55が用いられているので、モータ MG1および MG2の間にそれ らと同軸に差動回転機構 40を配置すると共に、エンジン 22、差動回転機構 40、モー タ MG1 , MG2をすベて同軸に配置することが可能となる。更に、本実施例のように、 モータ MG1 , MG2の下流側（車両後方）へと第 1モータ軸 46とその内部を通るキヤ リア軸 45aを延出させることにより、変速機 60の第 1および第 2変速機構をモータ MG 1を跨ぐように配置する必要がなくなる。 As described above, in the hybrid vehicle 20 of the present embodiment, the differential rotation mechanism 40 is arranged on the same axis as the motors MG1 and MG2 between the motors MG1 and MG2 arranged coaxially with each other. As a result, motors MG1 and MG2 with smaller radial sizes can be used, so the power output device consisting of engine 22, motor MG1, MG2, differential rotation mechanism 40, transmission 60, etc. can be made compact. It is possible to make it excellent in mountability. Therefore, such a power output device can be mounted on the hybrid vehicle 20 that travels by driving the rear wheels 69a and 69b with high space efficiency in the front-rear direction without narrowing the passenger compartment or the luggage space. In this embodiment, the engine 22 is arranged in parallel with the motor MG 2 and is opposed to the transmission 60 with the differential rotation mechanism 40 interposed therebetween. The engine 22, the motors MG1 and MG2, and the differential rotation The components 40 and transmission 60 are arranged in the order of engine 22, motor MG2, (reduction gear mechanism 50), differential rotation mechanism 40, motor MG1, and transmission 60 from the front of the vehicle. . As a result, the motors M Gl and MG2 are arranged between the engine 22 and the transmission 60 to reduce the overall power output device, particularly its axial length, and the assembly and maintenance of the power output device, The reliability can be improved. In this embodiment, since the hollow sun gear shaft 41a, the first motor shaft 46, and the second motor shaft 55 are used to connect the motors MG1 and MG2 and the differential rotation mechanism 40, respectively, the motor MG1 and It is possible to arrange the differential rotation mechanism 40 coaxially between the MG2 and to arrange the engine 22, the differential rotation mechanism 40, and the motors MG1 and MG2 coaxially. Further, as in this embodiment, the first motor shaft 46 and the carrier shaft 45a passing through the first motor shaft 46 are extended downstream of the motors MG1 and MG2 (rear side of the vehicle). It is not necessary to arrange the second speed change mechanism across the motor MG 1.

[0060] また、ダブルピニオン式遊星歯車機構である差動回転機構 40を採用すれば、特に 差動回転機構 40の軸方向長さをより小さくすることができるので、動力出力装置をよ り一層コンパクト化することが可能となる。そして、本実施例の差動回転機構 40は、そ のギヤ比 p力 S p < 0. 5となるように構成されているので、エンジン 22のクランクシャフ ト 26に接続される差動回転機構 40の第 3要素たるリングギヤ 42から第 2要素たるキヤ リア 45に対してより大きなトルクが入力されることになる。従って、上述のように、サン ギヤ 41に比べてエンジン 22からのトルクの分配比率が大き!/、キャリア 45とモータ M G2との間に減速ギヤ機構 50を設ければ、モータ MG2のトルク負担をより軽減して、 モータ MG2の小型化とその動力損失の低減化をより効果的に達成することができる 。更に、減速ギヤ機構 50の減速比を p / (1— p )近傍の値とすれば、モータ MG1 および MG2の諸元を概ね同一のものとすることが可能となるので、動力出力装置の 生産性を向上させると共に、コストの低減化を図ることができる。加えて、減速ギヤ機 構 50をキャリア 45に接続されるモータ MG2と差動回転機構 40との間に配置すれば 、差動回転機構 40と減速ギヤ機構 50とを一体化して動力出力装置をより一層コンパ タト化することが可能となる。 [0060] Further, if the differential rotation mechanism 40, which is a double pinion planetary gear mechanism, is employed, the axial length of the differential rotation mechanism 40 can be further reduced, so that the power output device can be further increased. It becomes possible to make it compact. Since the differential rotation mechanism 40 of the present embodiment is configured so that the gear ratio p force S p <0.5, the differential rotation mechanism connected to the crankshaft 26 of the engine 22 Forty third element ring gear 42 to second element crown A larger torque is input to the rear 45. Therefore, as described above, the torque distribution ratio from the engine 22 is larger than that of the sun gear 41! / If the reduction gear mechanism 50 is provided between the carrier 45 and the motor MG2, the torque load on the motor MG2 is increased. The motor MG2 can be reduced in size and its power loss can be reduced more effectively. Furthermore, if the reduction gear ratio of the reduction gear mechanism 50 is set to a value in the vicinity of p / (1-p), the specifications of the motors MG1 and MG2 can be made substantially the same. In addition, the cost can be reduced. In addition, if the reduction gear mechanism 50 is disposed between the motor MG2 connected to the carrier 45 and the differential rotation mechanism 40, the differential rotation mechanism 40 and the reduction gear mechanism 50 are integrated into a power output device. It becomes possible to make it more compact.

[0061] そして、本実施例のハイブリッド自動車 20は、差動回転機構 40の第 1要素たるサン ギヤ 41 (第 1モータ軸 46)を介して出力される動力と、第 2要素たるキャリア 45 (キヤリ ァ軸 45a)を介して出力される動力とを選択的に駆動軸 67に伝達可能であると共に、 第 1モータ軸 46と駆動軸 67との間およびキャリア軸 45aと駆動軸 67との間における 変速比を変更可能な変速機 60を備えている。これにより、ハイブリッド自動車 20では 、上述の第 1トルク変換モードと第 2トルク変換モードとの切り換えにより動力循環を抑 制することが可能となるので、より広範な運転領域において動力の伝達効率を向上さ せること力 Sできる。更に、上述の同時係合モードのもとでハイブリッド自動車 20を走行 させれば、固定された変速比でエンジン 22からの動力を機械的に駆動軸 67へと伝 達すること力 Sできるので、電気工ネルギへの変換を伴うことなくエンジン 22から駆動 軸 67に動力を機械的に出力する機会を増やして、より広範な運転領域において動 力の伝達効率をより一層向上させることができる。この結果、ハイブリッド自動車 20で は、燃費と走行性能とを良好に向上させることが可能となる。  [0061] The hybrid vehicle 20 of the present embodiment includes the power output via the sun gear 41 (first motor shaft 46) as the first element of the differential rotation mechanism 40 and the carrier 45 (second element). The power output via the carrier shaft 45a) can be selectively transmitted to the drive shaft 67, and between the first motor shaft 46 and the drive shaft 67 and between the carrier shaft 45a and the drive shaft 67. A transmission 60 that can change the gear ratio is provided. As a result, the hybrid vehicle 20 can suppress power circulation by switching between the first torque conversion mode and the second torque conversion mode described above, thereby improving power transmission efficiency in a wider driving range. It is possible to make S. Furthermore, if the hybrid vehicle 20 is driven under the above-described simultaneous engagement mode, the power S from the engine 22 can be mechanically transmitted to the drive shaft 67 at a fixed gear ratio. By increasing the opportunity to mechanically output power from the engine 22 to the drive shaft 67 without conversion to engineering energy, the power transmission efficiency can be further improved in a wider operating range. As a result, in the hybrid vehicle 20, it is possible to improve the fuel consumption and the driving performance satisfactorily.

[0062] また、本実施例のハイブリッド自動車 20は、サンギヤ軸 41aと第 1モータ軸 46、すな わち、サンギヤ 41とモータ MG1との接続および当該接続の解除を実行するクラッチ COを備えている。これにより、ハイブリッド自動車 20では、クラッチ COによるサンギヤ 軸 41aと第 1モータ軸 46との接続を解除すれば、差動回転機構 40の機能によりェン ジン 22を実質的にモータ MG1 , MG2や変速機 60から切り離すことが可能となる。 従って、ハイブリッド自動車 20では、クラッチ COを解放状態とすると共にエンジン 22 を停止させれば、モータ MG1および MG2の少なくとも何れかからの動力を変速機 6 0の変速比の変更を伴って駆動軸 67に効率よく伝達することができる。この結果、ハ イブリツド自動車 20では、モータ MG1および MG2に要求される最大トルクや最高回 転数を低下させることが可能となり、モータ MG1および MG2のより一層の小型化を 図ること力 Sできる。ただし、クラッチ COは、サンギヤ 41とモータ MG1との接続および 当該接続の解除を実行するものに限られない。すなわち、クラッチ COは、キャリア 45 (第 2要素）とキャリア軸 45a (モータ MG2)との接続および当該接続の解除を実行す るものであってもよぐエンジン 22のクランクシャフト 26とリングギヤ 42 (第 3要素）との 接続および当該接続の解除を実行するものであってもよい。 [0062] In addition, the hybrid vehicle 20 of the present embodiment includes a sun gear shaft 41a and a first motor shaft 46, that is, a clutch CO that performs connection between the sun gear 41 and the motor MG1 and release of the connection. Yes. As a result, in the hybrid vehicle 20, if the connection between the sun gear shaft 41a and the first motor shaft 46 by the clutch CO is released, the engine 22 is substantially converted into the motors MG1, MG2 and the speed change by the function of the differential rotation mechanism 40. It becomes possible to separate from the machine 60. Therefore, in the hybrid vehicle 20, when the clutch CO is released and the engine 22 is stopped, the power from at least one of the motors MG1 and MG2 is changed along with the change of the transmission gear ratio of the transmission 60. Can be transmitted efficiently. As a result, the hybrid vehicle 20 can reduce the maximum torque and the maximum number of rotations required for the motors MG1 and MG2, and can further reduce the size of the motors MG1 and MG2. However, the clutch CO is not limited to the one that performs the connection between the sun gear 41 and the motor MG1 and the cancellation of the connection. In other words, the clutch CO may be used to perform the connection between the carrier 45 (second element) and the carrier shaft 45a (motor MG2) and the release of the connection, and the crankshaft 26 of the engine 22 and the ring gear 42 ( It may be one that executes connection with the third element) and release of the connection.

なお、本実施例にお!/、て、差動回転機構は、サンギヤの歯数をリングギヤの歯数で 除した値である当該差動回転機構のギヤ比を Pとしたときに、 P > 0. 5となるように 構成されてもょレ、。このような差動回転機構 40Αを備えたハイブリッド自動車 20Αを 図 11に示すと共に、差動回転機構 40Αの要素と減速ギヤ機構 50の要素とにおける 回転数やトルクの関係を表す共線図の一例を図 12に示す。図 11に示すように、ハイ ブリツド自動車 20Αでは、差動回転機構 40Αのサンギヤ 41に中空のサンギヤ軸 41a 、クラッチ C0、中空軸（第 2軸） 56および減速ギヤ機構 50を介してモータ MG2 (中空 のロータ）が接続され、中空軸 56に変速機 60の第 1変速機構（1速ギヤ列および 3速 ギヤ歹 IJ)が接続されている。また、ハイブリッド自動車 20Aでは、減速ギヤ機構 50が サンギヤ 41と接続されるモータ MG2と変速機 60との間に配置される。更に、差動回 転機構 40Aのキャリア 45には、中空の第 1モータ軸 47を介してモータ MG1が接続さ れ、キャリア 45のキャリア軸 45aは、サンギヤ軸 41aや中空軸 56等を通して変速機 6 0側へと延出されて変速機 60の第 2変速機構（2速ギヤ列および 4速ギヤ歹 1])に接続 されている。これにより、ハイブリッド自動車 20Aでは、エンジン 22、モータ MG1 , M G2、差動回転機構 40および変速機 60という構成要素力 車両前方から、エンジン 2 2、モータ MG1、差動回転機構 40、モータ MG2、（減速ギヤ機構 50)、変速機 60と いう順番で配置されることになる。このように、ギヤ比 pが値 0. 5よりも大きい差動回 転機構 40Aを採用する場合には、図 12からわかるように、キャリア 45に比べてサンギ ャ 41に対するエンジン 22からのトルクの分配比率が大きくなる。従って、サンギヤ 41 とモータ MG2との間に減速ギヤ機構 50を配置することにより、モータ MG2のトルク 負担をより軽減して、モータ MG2の小型化とその動力損失の低減化をより効果的に 達成すること力 Sできる。また、この場合には、減速ギヤ機構 50の減速比を p / (1— P )近傍の値とすれば、モータ MG1および MG2の諸元を概ね同一のものとすること が可能となるので、動力出力装置の生産性を向上させると共に、コストの低減化を図 ること力 Sできる。更に、図 11の例のように、一般にモータ MG1や MG2に比べて径方 向のサイズをより小さくすることが可能な減速ギヤ機構 50を変速機 60側すなわち車 両後部側に配置することにより、径方向のサイズがより大きいモータ MG2をエンジン 22側に寄せて動力出力装置の搭載性をより向上させることができる。ただし、図 11の 例において、減速ギヤ機構 50をモータ MG2と差動回転機構 40A (クラッチ CO)との 間に配置してもよいことはいうまでもない。なお、ダブルピニオン式遊星歯車であって エンジン 22とモータ MG2 (MG1)との間に配置された差動回転機構 40を備えるハイ ブリツド自動車 20A' を図 13に例示する。 Note that you! /, Te to the present embodiment, the differential rotation mechanism, the gear ratio of the differential rotation mechanism when the P is a value obtained by dividing the number of teeth of the sun gear in the number of teeth of the ring gear, P> It may be configured to be 0.5. Fig. 11 shows a hybrid vehicle 20Α equipped with such a differential rotation mechanism 40Α, and an example of a collinear diagram showing the relationship between the rotational speed and torque of the differential rotation mechanism 40Α and the reduction gear mechanism 50. Figure 12 shows this. As shown in FIG. 11, in the hybrid vehicle 20 mm, the sun gear 41 of the differential rotation mechanism 40 mm is connected to the motor MG2 (through the hollow sun gear shaft 41a, the clutch C0, the hollow shaft (second shaft) 56, and the reduction gear mechanism 50. A hollow rotor is connected to the hollow shaft 56, and the first speed change mechanism (the first speed gear train and the third speed gear IJ) of the transmission 60 is connected to the hollow shaft 56. In hybrid vehicle 20A, reduction gear mechanism 50 is arranged between motor MG2 connected to sun gear 41 and transmission 60. Further, the motor MG1 is connected to the carrier 45 of the differential rotation mechanism 40A via a hollow first motor shaft 47, and the carrier shaft 45a of the carrier 45 is transmitted through the sun gear shaft 41a, the hollow shaft 56, etc. 60 Extends to the 0 side and is connected to the second speed change mechanism (2-speed gear train and 4-speed gear 1) of the transmission 60. Thus, in the hybrid vehicle 20A, the component forces of the engine 22, the motors MG1, MG2, the differential rotation mechanism 40 and the transmission 60 from the front of the vehicle are the engine 22, motor MG1, differential rotation mechanism 40, motor MG2, (Reduction gear mechanism 50) and transmission 60 are arranged in this order. Thus, when the differential rotation mechanism 40A having a gear ratio p larger than 0.5 is employed, as shown in FIG. The torque distribution ratio from the engine 22 to the engine 41 is increased. Therefore, by arranging the reduction gear mechanism 50 between the sun gear 41 and the motor MG2, the torque burden on the motor MG2 is further reduced, and the motor MG2 can be reduced in size and its power loss can be reduced more effectively. The power to do S. In this case, if the reduction ratio of the reduction gear mechanism 50 is set to a value in the vicinity of p / (1-P), the specifications of the motors MG1 and MG2 can be made substantially the same. It is possible to improve the productivity of power output devices and reduce costs. Furthermore, as shown in the example of FIG. 11, a reduction gear mechanism 50 that can generally reduce the size in the radial direction as compared with the motors MG1 and MG2 is arranged on the transmission 60 side, that is, on the rear side of the vehicle. The motor MG2 having a larger radial size can be brought closer to the engine 22 to improve the mountability of the power output device. However, in the example of FIG. 11, it goes without saying that the reduction gear mechanism 50 may be disposed between the motor MG2 and the differential rotation mechanism 40A (clutch CO). FIG. 13 illustrates a hybrid automobile 20A ′ that is a double pinion planetary gear and includes a differential rotation mechanism 40 disposed between the engine 22 and the motor MG2 (MG1).

実施例 2 Example 2

以下、本発明の第 2の実施例に係るハイブリッド自動車 20Bについて説明する。図 14は、第 2の実施例に係るハイブリッド自動車 20Bの概略構成図である。同図に示 すハイブリッド自動車 20Bは、第 1の実施例に係るハイブリッド自動車 20、 20Aと一 部を除いて基本的に同様のハード構成を有するものである。従って、以下、重複した 説明を回避するために、第 2の実施例のハイブリッド自動車 20Bについては、第 1の 実施例のハイブリッド自動車 20、 20Aと同一の符号を用いるものとし、詳細な説明を 省略する。両者の相違点について説明すると、第 2の実施例のハイブリッド自動車 20 Bでは、ダブルピニオン式遊星歯車機構である差動回転機構 40, 40Aに代えて、差 動回転機構 90が採用されている。この差動回転機構 90は、図 14に示すように、互 いに異なる歯数をもった第 1サンギヤ 91および第 2サンギヤ 92と、第 1サンギヤ 91と 嚙合する第 1ピニオンギヤ 93と第 2サンギヤ 92と嚙合する第 2ピニオンギヤ 94とを連 結してなる段付ギヤ 96を複数保持するキャリア 95とを含む遊星歯車機構である。こ の場合、第 1サンギヤ 91 (第 3要素）には、ダンバ 28を介してエンジン 22のクランクシ ャフト 26が接続され、第 2サンギヤ 92 (第 1要素）には、当該第 2サンギヤ 92からェン ジン 22とは反対側（車両後方）に延びる中空のサンギヤ軸 92a、クラッチ COおよび中 空の第 1モータ軸 46 (第 1軸）を介してモータ MG1 (中空のロータ）が接続されている 。また、キャリア 95 (第 2要素）には、減速ギヤ機構 50および当該減速ギヤ機構 50 ( サンギヤ 51)力、らエンジン 22に向けて延びる中空の第 2モータ軸 55を介してモータ MG2 (中空のロータ）が接続されている。そして、キャリア 95からは、サンギヤ軸 92a および第 1モータ軸 46を通って延びるキャリア軸 95aがエンジン 22とは反対側（車両 後方）に延出されており、このキャリア軸 95aは、変速機 60の第 1変速機構（1速ギヤ 列および 3速ギヤ歹 IJ)に接続されている。また、第 2サンギヤ 92にクラッチ COを介して 連結され得る第 1モータ軸 46は、モータ MG1からエンジン 22とは反対側（車両後方 )に更に延出され、変速機 60の第 2変速機構（2速ギヤ列および 4速ギヤ歹 IJ)に接続 されている。これにより、本実施例において、差動回転機構 90は、互いに同軸に配 置されたモータ MG1およびモータ MG2の間に両モータ MG1 , MG2と同軸に配置 され、エンジン 22、モータ MG1 , MG2、差動回転機構 90および変速機 60という構 成要素は、車両前方から、エンジン 22、モータ MG2、（減速ギヤ機構 50)、差動回 転機構 90、モータ MG1、変速機 60という順番で配置されることになる。このような差 動回転機構 90を備えたハイブリッド自動車 20Bにおいても、第 1の実施例に係るハイ ブリツド自動車 20, 20Aと同様の作用効果を得ることができる。また、 2つのサンギヤ 91 , 92、段付ギヤ 96およびキャリア 95を含む遊星歯車機構を採用すれば、特に差 動回転機構 90の径方向サイズをより小さくすることができるので、動力出力装置をよ り一層コンパクト化することが可能となる。 Hereinafter, a hybrid vehicle 20B according to a second embodiment of the present invention will be described. FIG. 14 is a schematic configuration diagram of a hybrid vehicle 20B according to the second embodiment. A hybrid vehicle 20B shown in the figure has basically the same hardware configuration except for a part of the hybrid vehicles 20 and 20A according to the first embodiment. Therefore, in order to avoid redundant description, the same reference numerals are used for the hybrid vehicle 20B of the second embodiment as the hybrid vehicles 20 and 20A of the first embodiment, and the detailed description is omitted. To do. The difference between the two will be explained. In the hybrid vehicle 20 B of the second embodiment, a differential rotation mechanism 90 is employed in place of the differential rotation mechanisms 40 and 40A which are double pinion planetary gear mechanisms. As shown in FIG. 14, the differential rotation mechanism 90 includes a first sun gear 91 and a second sun gear 92 having different numbers of teeth, and a first pinion gear 93 and a second sun gear that mesh with the first sun gear 91. This planetary gear mechanism includes a carrier 95 that holds a plurality of stepped gears 96 formed by connecting a second pinion gear 94 that meshes with 92. In this case, the crankshaft of the engine 22 is connected to the first sun gear 91 (third element) via the damper 28. The second sun gear 92 (first element) is connected to the second sun gear 92 (first element). A hollow sun gear shaft 92a extending from the second sun gear 92 to the opposite side of the engine 22 (rear of the vehicle), the clutch CO, and the air The motor MG1 (hollow rotor) is connected via the first motor shaft 46 (first shaft). Further, the carrier 95 (second element) is connected to the motor MG2 (hollow gear) via a hollow second motor shaft 55 extending toward the engine 22 from the reduction gear mechanism 50 and the reduction gear mechanism 50 (sun gear 51) force. Rotor) is connected. From the carrier 95, a carrier shaft 95a extending through the sun gear shaft 92a and the first motor shaft 46 is extended to the opposite side (rear of the vehicle) from the engine 22, and this carrier shaft 95a is connected to the transmission 60. Is connected to the first transmission mechanism (1st gear train and 3rd gear 歹 IJ). Further, the first motor shaft 46 that can be connected to the second sun gear 92 via the clutch CO is further extended from the motor MG1 to the side opposite to the engine 22 (rear side of the vehicle), so that the second transmission mechanism ( Connected to 2nd gear train and 4th gear (IJ). Thus, in the present embodiment, the differential rotation mechanism 90 is disposed coaxially with both the motors MG1 and MG2 between the motor MG1 and the motor MG2 disposed coaxially with each other, and the engine 22, the motors MG1 and MG2, and the difference between them. The components of the dynamic rotation mechanism 90 and the transmission 60 are arranged in the order of the engine 22, the motor MG2, (the reduction gear mechanism 50), the differential rotation mechanism 90, the motor MG1, and the transmission 60 from the front of the vehicle. It will be. Also in the hybrid vehicle 20B provided with such a differential rotation mechanism 90, it is possible to obtain the same effects as the hybrid vehicles 20, 20A according to the first embodiment. In addition, if a planetary gear mechanism including two sun gears 91 and 92, a stepped gear 96 and a carrier 95 is adopted, the radial direction size of the differential rotation mechanism 90 can be made smaller. It becomes possible to further reduce the size.

図 15に上述の差動回転機構 90の要素と減速ギヤ機構 50の要素とにおける回転 数やトルクの関係を表す共線図の一例を示す。なお、同図において、 C軸は差動回 転機構 90のキャリア 95 (減速ギヤ機構 50のリングギヤ 52)の回転数を、 S 1軸は差動 回転機構 90の第 1サンギヤ 91の回転数（エンジン 22の回転数 Ne)を、 S2軸は差動 回転機構 90の第 2サンギヤ 92の回転数（モータ MG1および第 1モータ軸 46の回転 数 Nml)をそれぞれ示す。同図に示すように、ハイブリッド自動車 20Bにおいて、差 動回転機構 90は、第 2サンギヤ 92の歯数と第 1ピニオンギヤ 93の歯数との積を第 1 サンギヤ 91の歯数と第 2ピニオンギヤ 94の歯数との積で除した値である当該差動回 転機構 90のギヤ匕 pカ p < 0. 5となるように構成されている。図 15力、らゎ力、るように 、このような諸元の差動回転機構 90においては、キャリア 95に対するエンジン 22か らのトルクの分配比率が大きくなる。従って、キャリア 95とモータ MG2との間に減速ギ ャ機構 50を配置することにより、モータ MG2のトルク負担をより軽減して、モータ MG 2の小型化とその動力損失の低減化をより効果的に達成することができる。また、この 場合には、減速ギヤ機構 50の減速比を p / (1— p )近傍の値とすれば、モータ MG 1および MG2の諸元を概ね同一のものとすることが可能となるので、動力出力装置 の生産性を向上させると共に、コストの低減化を図ることができる。更に、図 14の例の ように、減速ギヤ機構 50をキャリア 95に接続されるモータ MG2と差動回転機構 40と の間に配置すれば、差動回転機構 90と減速ギヤ機構 50とを一体化して動力出力装 置をより一層コンパクト化することが可能となる。 FIG. 15 shows an example of a collinear diagram showing the relationship between the rotational speed and torque in the elements of the differential rotation mechanism 90 and the elements of the reduction gear mechanism 50 described above. In the figure, the C axis represents the rotation speed of the carrier 95 of the differential rotation mechanism 90 (ring gear 52 of the reduction gear mechanism 50), and the S 1 axis represents the rotation speed of the first sun gear 91 of the differential rotation mechanism 90 ( The rotational speed Ne) of the engine 22 and the S2 axis indicate the rotational speed of the second sun gear 92 of the differential rotating mechanism 90 (the rotational speed Nml of the motor MG1 and the first motor shaft 46), respectively. As shown in the figure, in the hybrid vehicle 20B, the differential rotation mechanism 90 calculates the product of the number of teeth of the second sun gear 92 and the number of teeth of the first pinion gear 93 as the first. The gear よ う p of the differential rotation mechanism 90, which is a value divided by the product of the number of teeth of the sun gear 91 and the number of teeth of the second pinion gear 94, is configured to be p <p 0.5. In the differential rotation mechanism 90 having such specifications as shown in FIG. 15 force, the torque distribution ratio from the engine 22 to the carrier 95 is increased. Therefore, by arranging the reduction gear mechanism 50 between the carrier 95 and the motor MG2, the torque burden on the motor MG2 can be further reduced, and the motor MG 2 can be reduced in size and its power loss can be reduced more effectively. Can be achieved. In this case, if the reduction ratio of the reduction gear mechanism 50 is set to a value in the vicinity of p / (1-p), the specifications of the motors MG 1 and MG2 can be made substantially the same. In addition, the productivity of the power output device can be improved and the cost can be reduced. Furthermore, if the reduction gear mechanism 50 is disposed between the motor MG2 connected to the carrier 95 and the differential rotation mechanism 40 as in the example of FIG. 14, the differential rotation mechanism 90 and the reduction gear mechanism 50 are integrated. This makes it possible to further reduce the size of the power output device.

なお、本実施例において、差動回転機構は、第 2サンギヤの歯数と第 1ピニオンギ ャの歯数との積を第 1サンギヤの歯数と第 2ピニオンギヤの歯数との積で除した値で ある該差動回転機構のギヤ比を Pとしたときに、 β > 0. 5となるように構成されてもよ い。このような差動回転機構 90Cを備えたハイブリッド自動車 20Cを図 16に示すと共 に、差動回転機構 90Cの要素と減速ギヤ機構 50の要素とにおける回転数やトルクの 関係を表す共線図の一例を図 17に示す。図 16に示すように、ハイブリッド自動車 20 Cでは、差動回転機構 90Cの第 2サンギヤ 92 (第 2要素）に中空のサンギヤ軸 92a、 クラッチ C0、中空軸（第 2軸） 56および減速ギヤ機構 50を介してモータ MG2 (中空 のロータ）が接続され、中空軸 56に変速機 60の第 1変速機構（1速ギヤ列および 3速 ギヤ歹 IJ)が接続されている。また、ハイブリッド自動車 20Cでは、減速ギヤ機構 50が 第 2サンギヤ 92と接続されるモータ MG2と変速機 60との間に配置される。更に、差 動回転機構 90Cのキャリア 95には、中空の第 1モータ軸 47を介してモータ MG1が 接続され、キャリア 95のキャリア軸 95aは、サンギヤ軸 92aや中空軸 56等を通して変 速機 60側へと延出されて変速機 60の第 2変速機構（2速ギヤ列および 4速ギヤ列） に接続されている。これにより、ハイブリッド自動車 20Cでは、エンジン 22、モータ M Gl , MG2、差動回転機構 40および変速機 60という構成要素力 車両前方から、ェ ンジン 22、モータ MG1、差動回転機構 90、モータ MG2、（減速ギヤ機構 50)、変速 機 60という順番で配置されることになる。このように、ギヤ比 pが値 0. 5よりも大きい 差動回転機構 90を採用する場合には、図 17からわかるように、キャリア 95に比べて 第 2サンギヤ 92に対するエンジン 22からのトルクの分配比率が大きくなる。従って、 第 2サンギヤ 92とモータ MG2との間に減速ギヤ機構 50を配置することにより、モータ MG2のトルク負担をより軽減して、モータ MG2の小型化とその動力損失の低減化を より効果的に達成することができる。また、この場合には、減速ギヤ機構 50の減速比 を（1 p ) / ^近傍の値とすれば、モータ MG1および MG2の諸元を概ね同一のも のとすることが可能となるので、動力出力装置の生産性を向上させると共に、コストの 低減化を図ること力 Sできる。更に、図 16の例のように、一般にモータ MG1や MG2に 比べて径方向のサイズをより小さくすることが可能な減速ギヤ機構 50を変速機 60側 すなわち車両後部側に配置することにより、径方向のサイズがより大きいモータ MG2 をエンジン 22側に寄せて動力出力装置の搭載性をより向上させることができる。ただ し、図 16の例においても、減速ギヤ機構 50をモータ MG2と差動回転機構 90C (クラ ツチ CO)との間に配置してもよ!/、ことは!/、うまでもな!/、。 In this embodiment, the differential rotation mechanism divides the product of the number of teeth of the second sun gear and the number of teeth of the first pinion gear by the product of the number of teeth of the first sun gear and the number of teeth of the second pinion gear. It may be configured such that β> 0.5, where P is the gear ratio of the differential rotation mechanism that is the value. A hybrid vehicle 20C having such a differential rotation mechanism 90C is shown in FIG. 16, and a collinear diagram showing the relationship between the rotational speed and torque of the elements of the differential rotation mechanism 90C and the elements of the reduction gear mechanism 50. An example of this is shown in FIG. As shown in FIG. 16, in the hybrid vehicle 20 C, the second sun gear 92 (second element) of the differential rotation mechanism 90C is provided with a hollow sun gear shaft 92a, a clutch C0, a hollow shaft (second shaft) 56, and a reduction gear mechanism. A motor MG2 (hollow rotor) is connected via 50, and a first speed change mechanism (first speed gear train and third speed gear IJ) of the transmission 60 is connected to the hollow shaft 56. In hybrid vehicle 20C, reduction gear mechanism 50 is arranged between motor MG2 connected to second sun gear 92 and transmission 60. Further, the motor MG1 is connected to the carrier 95 of the differential rotation mechanism 90C through a hollow first motor shaft 47. The carrier shaft 95a of the carrier 95 is connected to the speed changer 60 through the sun gear shaft 92a, the hollow shaft 56, and the like. And is connected to the second speed change mechanism (2-speed gear train and 4-speed gear train) of the transmission 60. As a result, in the hybrid vehicle 20C, the component forces of the engine 22, the motors M Gl and MG2, the differential rotation mechanism 40, and the transmission 60 are measured from the front of the vehicle. Engine 22, motor MG1, differential rotation mechanism 90, motor MG2, (reduction gear mechanism 50), and transmission 60 are arranged in this order. As described above, when the differential rotation mechanism 90 having a gear ratio p larger than 0.5 is employed, the torque of the engine 22 with respect to the second sun gear 92 compared to the carrier 95, as can be seen from FIG. The distribution ratio increases. Therefore, by arranging the reduction gear mechanism 50 between the second sun gear 92 and the motor MG2, the torque burden on the motor MG2 can be further reduced, and the motor MG2 can be reduced in size and its power loss can be reduced more effectively. Can be achieved. In this case, if the reduction ratio of the reduction gear mechanism 50 is set to a value in the vicinity of (1 p) / ^, the specifications of the motors MG1 and MG2 can be made substantially the same. It is possible to improve the productivity of power output devices and reduce costs. Further, as shown in the example of FIG. 16, a reduction gear mechanism 50 that can generally be made smaller in size in the radial direction than the motors MG1 and MG2 is arranged on the transmission 60 side, that is, on the rear side of the vehicle. The motor MG2 having a larger directional size can be brought closer to the engine 22 to improve the mountability of the power output device. However, in the example of FIG. 16, the reduction gear mechanism 50 may be arranged between the motor MG2 and the differential rotation mechanism 90C (clutch CO)! /, That is! / ,.

実施例 3 Example 3

以下、本発明の第 3の実施例に係るハイブリッド自動車 20Dについて説明する。図 18は、第 3の実施例に係るハイブリッド自動車 20Dの概略構成図である。同図に示 すハイブリッド自動車 20Dは、上記実施例に係るハイブリッド自動車 20、 20A, 20B , 20Cと一部を除いて基本的に同様のハード構成を有するものである。従って、以下 、重複した説明を回避するために、第 3の実施例のハイブリッド自動車 20Dについて も、上記実施例のハイブリッド自動車 20等と同一の符号を用いるものとし、詳細な説 明を省略する。第 3の実施例のハイブリッド自動車 20Dでは、差動回転機構 10として シングルピニオン式遊星歯車機構が採用されている。この差動回転機構 10は、図 1 8に示すように、サンギヤ 11と、このサンギヤ 11と同心円上に配置されるリングギヤ 1 2と、サンギヤ 11およびリングギヤ 12の双方と嚙合するピニオンギヤ 13を複数保持 するキャリア 14とを含むものである。この場合、差動回転機構 10のサンギヤ 11 (第 1 要素）には、当該サンギヤ軸 11aからエンジン 22とは反対側（車両後方）に延びるサ ンギヤ軸 11aおよびクラッチ COを介してモータ MG1の第 1モータ軸 48が接続されて いる。また、リングギヤ 12 (第 2要素）には、減速ギヤ機構 50および当該減速ギヤ機 構 50力、らエンジン 22に向けて延びる中空の第 2モータ軸 55を介してモータ MG2 ( 中空のロータ）が接続されている。更に、キャリア 14 (第 3要素）には、ダンバ 28を介し てエンジン 22のクランクシャフト 26が接続されている。そいて、リングギヤ 12からェン ジン 22とは反対側（車両後方）に延出されたリングギヤ軸 12aが変速機 60Dの第 1変 速機構（1速ギヤ列および 3速ギヤ歹 IJ)に接続され、サンギヤ 11にクラッチ COを介し て連結され得る第 1モータ軸 48は、モータ MG1からエンジン 22とは反対側（車両後 方）に更に延出されて変速機 60Dの第 2変速機構（2速ギヤ列および 4速ギヤ歹 IJ)に 接続されている。このように、本実施例では、差動回転機構 10のサンギヤ 11とリング ギヤ 12との双方を出力要素とすることができるように、変速機 60Dがモータ MG1およ びクラッチ COを跨ぐように構成されて!/、る。 Hereinafter, a hybrid vehicle 20D according to a third embodiment of the present invention will be described. FIG. 18 is a schematic configuration diagram of a hybrid vehicle 20D according to the third embodiment. A hybrid vehicle 20D shown in the figure has basically the same hardware configuration except for a part of the hybrid vehicles 20, 20A, 20B, and 20C according to the above embodiment. Therefore, hereinafter, in order to avoid redundant description, the hybrid vehicle 20D of the third embodiment is also denoted by the same reference numerals as the hybrid vehicle 20 of the above-described embodiment, and the detailed description is omitted. In the hybrid vehicle 20D of the third embodiment, a single pinion planetary gear mechanism is employed as the differential rotation mechanism 10. As shown in FIG. 18, the differential rotation mechanism 10 holds a sun gear 11, a ring gear 12 disposed concentrically with the sun gear 11, and a plurality of pinion gears 13 that mesh with both the sun gear 11 and the ring gear 12. Carrier 14 to be included. In this case, the sun gear 11 (first element) of the differential rotation mechanism 10 has a support extending from the sun gear shaft 11a to the side opposite to the engine 22 (rear of the vehicle). The first motor shaft 48 of the motor MG1 is connected to the first gear shaft 11a and the clutch CO. The ring gear 12 (second element) has a motor MG2 (hollow rotor) through a hollow second motor shaft 55 extending toward the engine 22 from the reduction gear mechanism 50 and the reduction gear mechanism 50. It is connected. Furthermore, the crankshaft 26 of the engine 22 is connected to the carrier 14 (third element) via a damper 28. Then, the ring gear shaft 12a extending from the ring gear 12 to the opposite side of the engine 22 (rear side of the vehicle) is connected to the first speed change mechanism (first speed gear train and third speed gear 歹 IJ) of the transmission 60D. The first motor shaft 48, which can be connected to the sun gear 11 via the clutch CO, is further extended from the motor MG1 to the opposite side of the engine 22 (rear of the vehicle) to the second transmission mechanism (2 It is connected to the speed gear train and 4th gear (IJ). Thus, in the present embodiment, the transmission 60D straddles the motor MG1 and the clutch CO so that both the sun gear 11 and the ring gear 12 of the differential rotation mechanism 10 can be used as output elements. Constructed!

[0068] このような差動回転機構 10を備えたハイブリッド自動車 20においても、第 1の実施 例に係るハイブリッド自動車 20, 20Aと同様の作用効果を得ることができる。また、シ ングルビ二オン式遊星歯車機構を採用しても、特に差動回転機構 10の軸方向長さ をより小さくすることができるので、動力出力装置をより一層コンパクト化することが可 能となる。また、シングルピニオン式遊星歯車機構である差動回転機構 10において は、モータ MG2の最大回転数等を考慮して一般にそのギヤ比 p (サンギヤ 11の歯 数/リングギヤ 12の歯数）が p < 0. 5とされること力、ら、サンギヤ 11に比べてリングギ ャ 12に対するエンジン 22からのトルクの分配比率が大きくなる。従って、リングギヤ 1 2とモータ MG2との間に減速ギヤ機構 50を配置することにより、モータ MG2の小型 化とその動力損失の低減化を図ることが可能となる。更に、サンギヤ 11の歯数をリン グギヤ 12の歯数で除した値である差動回転機構 10のギヤ比を pとすれば、減速ギ ャ機構 50の減速比 は、 P近傍の値とされるとよい。これにより、モータ MG1およ び MG2の諸元を概ね同一のものとすることが可能となるので、動力出力装置の生産 性を向上させると共に、コストの低減化を図ることができる。 [0068] In the hybrid vehicle 20 including the differential rotation mechanism 10 as described above, the same operational effects as those of the hybrid vehicles 20, 20A according to the first embodiment can be obtained. In addition, even if a single-bion type planetary gear mechanism is employed, the axial length of the differential rotation mechanism 10 can be further reduced, so that the power output device can be made more compact. Become. In the differential rotation mechanism 10 that is a single pinion planetary gear mechanism, the gear ratio p (the number of teeth of the sun gear 11 / the number of teeth of the ring gear 12) is generally p < Compared to the sun gear 11, the distribution ratio of the torque from the engine 22 to the ring gear 12 is larger than the force of 0.5. Therefore, by arranging the reduction gear mechanism 50 between the ring gear 12 and the motor MG2, it is possible to reduce the size of the motor MG2 and reduce its power loss. Furthermore, if the gear ratio of the differential rotation mechanism 10 which is the value obtained by dividing the number of teeth of the sun gear 11 by the number of teeth of the ring gear 12 is p, the reduction ratio of the reduction gear mechanism 50 is set to a value near P. Good. As a result, the specifications of the motors MG1 and MG2 can be made substantially the same, so that the productivity of the power output device can be improved and the cost can be reduced.

[0069] 以上、実施例を用いて本発明の実施の形態について説明した力 本発明は上記 各実施例に何ら限定されるものではなく、本発明の要旨を逸脱しなレゝ範囲内にお!/ヽ て、様々な変更をなし得ることはレ、うまでもな!/、。 [0069] The power of the embodiment of the present invention described above with reference to the examples. The present invention is not limited to each of the above examples, and is within the scope not departing from the gist of the present invention. ! / ヽ It's impossible to make various changes!

[0070] すなわち、上述のハイブリッド自動車 20, 20A, 20B, 20C, 20Dは、何れも後輪 駆動ベースの 4輪駆動車両として構成されてもよい。また、差動回転機構は、ギヤ比 P力 S値 0. 5となるように構成されていてもよい。更に、変速機 60として上述のような平 行軸式変速機を採用する代わりに、複数の遊星歯車機構を含む変速機を用いてもよ い。また、上記実施例において、クラッチ COや変速機 60のクラッチ C1および C2は、 何れもより損失の少な!/、機械式嚙み合!/、クラッチであるドグクラッチとされた力 クラッ チ C0〜C2を湿式多板クラッチとして構成してもよい。更に、変速機 60においては、 クラッチ C1および C2の双方をカウンタシャフト 65側に設けてもよい。そして、上記実 施例においては、動力出力装置をハイブリッド自動車 20に搭載されるものとして説明 したが、本発明による動力出力装置は、自動車以外の車両や船舶、航空機などの移 動体に搭載されるものであってもよぐ建設設備などの固定設備に組み込まれるもの であってもよい。 That is, any of the above-described hybrid vehicles 20, 20A, 20B, 20C, and 20D may be configured as a four-wheel drive vehicle based on the rear wheel drive. Further, the differential rotation mechanism may be configured to have a gear ratio P force S value 0.5. Further, instead of using the above-described parallel shaft type transmission as the transmission 60, a transmission including a plurality of planetary gear mechanisms may be used. Further, in the above embodiment, the clutch CO and the clutches C1 and C2 of the transmission 60 are both less loss! /, Mechanical meshing! /, And the force clutch C0 to C2 that is a dog clutch that is a clutch. May be configured as a wet multi-plate clutch. Further, in the transmission 60, both clutches C1 and C2 may be provided on the counter shaft 65 side. In the above embodiment, the power output device is described as being mounted on the hybrid vehicle 20. However, the power output device according to the present invention is mounted on a moving body such as a vehicle other than an automobile, a ship, and an aircraft. It may be a thing built in fixed equipment such as construction equipment.

産業上の利用可能性  Industrial applicability

[0071] 本発明は、動力出力装置やハイブリッド自動車の製造産業等において利用可能で ある。 [0071] The present invention can be used in the manufacturing industry of power output devices and hybrid vehicles.

Claims

請求の範囲 The scope of the claims [1] 駆動軸に動力を出力する動力出力装置であって、  [1] A power output device that outputs power to a drive shaft, 内燃機関と、  An internal combustion engine; 動力を入出力可能な第 1電動機と、  A first electric motor that can input and output power; 動力を入出力可能であると共に前記第 1電動機と同軸に並設される第 2電動機と、 前記第 1電動機と前記第 2電動機との間に両電動機と同軸に配置されており、該第 1電動機の回転軸に接続される第 1要素と該第 2電動機の回転軸に接続される第 2 要素と前記内燃機関の機関軸に接続される第 3要素とを含むと共にこれら 3つの要 素が互いに差動回転できるように構成された差動回転機構と、  A second electric motor capable of inputting / outputting power and arranged coaxially with the first electric motor, and being arranged coaxially with both electric motors between the first electric motor and the second electric motor; The first element connected to the rotating shaft of the electric motor, the second element connected to the rotating shaft of the second electric motor, and the third element connected to the engine shaft of the internal combustion engine, and these three elements are A differential rotation mechanism configured to be capable of differential rotation with each other; 前記動力分配統合機構の前記第 1要素と前記第 2要素とを前記駆動軸に選択的 に連結可能であり、前記動力分配統合機構から前記第 1要素を介して出力される動 力と該動力分配統合機構から前記第 2要素を介して出力される動力とをそれぞれ所 定の変速比で選択的に前記駆動軸に伝達可能な変速伝達手段と、  The first element and the second element of the power distribution and integration mechanism can be selectively connected to the drive shaft, and the power output from the power distribution and integration mechanism via the first element and the power Shift transmission means capable of selectively transmitting the power output from the distribution integration mechanism via the second element to the drive shaft at a predetermined speed ratio; を備える動力出力装置。  A power output device comprising: [2] 前記内燃機関は、前記第 1電動機および前記第 2電動機の何れか一方と同軸に並 設されると共に、前記差動回転機構を挟んで前記変速伝達手段と対向する請求項 1 に記載の動力出力装置。 [2] The internal combustion engine according to claim 1, wherein the internal combustion engine is arranged in parallel with one of the first electric motor and the second electric motor, and faces the speed change transmission unit with the differential rotation mechanism interposed therebetween. Power output device. [3] 前記第 1要素は中空の第 1軸を介して前記第 1電動機と接続されると共に前記第 2 要素は中空の第 2軸を介して前記第 2電動機と接続され、 [3] The first element is connected to the first motor via a hollow first shaft, and the second element is connected to the second motor via a hollow second shaft, 前記第 3要素は前記第 1軸および前記第 2軸の何れか一方を通って延びる軸を介 して前記内燃機関と接続され、  The third element is connected to the internal combustion engine via an axis extending through one of the first axis and the second axis; 前記第 1要素および前記第 2要素の何れか一方は前記第 1軸または前記第 2軸を 介して前記変速伝達手段と接続されると共に前記第 1要素および前記第 2要素の他 方は前記第 1軸または前記第 2軸を通って延びる連結軸を介して前記変速伝達手段 と接続され、  Either one of the first element and the second element is connected to the shift transmission means via the first shaft or the second shaft, and the other of the first element and the second element is the first element. Connected to the transmission means via a connecting shaft extending through one shaft or the second shaft, 前記変速伝達手段は、前記第 1軸または前記第 2軸を介して前記第 1要素および 前記第 2要素の一方と接続される第 1変速機構と、前記連結軸を介して前記第 1要素 および前記第 2要素の他方と接続される第 2変速機構とを含む請求項 1に記載の動 力出力装置。 The shift transmission means includes a first transmission mechanism connected to one of the first element and the second element via the first shaft or the second shaft, and the first element and the first shaft via the connecting shaft. The movement according to claim 1, further comprising a second speed change mechanism connected to the other of the second elements. Power output device. [4] 前記第 1要素および前記第 2要素の少なくとも何れか一方は、前記第 1電動機また は前記第 2電動機の回転軸の回転を減速する減速手段を介して前記第 1電動機ま たは前記第 2電動機と接続される請求項 1に記載の動力出力装置。  [4] At least one of the first element and the second element is configured such that the first electric motor or the second element is transmitted through a reduction means that decelerates rotation of a rotation shaft of the first electric motor or the second electric motor. The power output apparatus according to claim 1, wherein the power output apparatus is connected to the second electric motor. [5] 前記第 1要素および前記第 2要素のうちの前記機関軸に接続される前記第 3要素 からより大きなトルクが入力される一方は、前記第 1電動機または前記第 2電動機の 回転軸の回転を減速する減速手段を介して前記第 1電動機または前記第 2電動機と 接続される請求項 4に記載の動力出力装置。  [5] One of the first element and the second element to which a larger torque is input from the third element connected to the engine shaft is a rotation shaft of the first electric motor or the second electric motor. 5. The power output apparatus according to claim 4, wherein the power output apparatus is connected to the first electric motor or the second electric motor via a speed reduction unit that decelerates rotation. [6] 前記差動回転機構は、サンギヤと、リングギヤと、互いに嚙合すると共に一方が前 記サンギヤと他方が前記リングギヤと嚙合する 2つのピニオンギヤの組を少なくとも 1 組保持するキャリアとを含むダブルピニオン式遊星歯車機構であり、前記第 1要素は 前記サンギヤおよび前記キャリアの何れか一方であると共に前記第 2要素は前記サ ンギヤおよび前記キャリアの他方であり、前記第 3要素は前記リングギヤである請求 項 1に記載の動力出力装置。  [6] The differential rotation mechanism includes a double pinion including a sun gear, a ring gear, and a carrier that holds at least one set of two pinion gears that mesh with each other and one meshes with the sun gear and the other with the ring gear. The first planetary gear mechanism is one of the sun gear and the carrier, the second element is the other of the sun gear and the carrier, and the third element is the ring gear. Item 4. The power output device according to Item 1. [7] 請求項 6に記載の動力出力装置において、  [7] The power output apparatus according to claim 6, 前記差動回転機構は、前記サンギヤの歯数を前記リングギヤの歯数で除した値で ある該差動回転機構のギヤ比を Pとしたときに、 β < 0. 5となるように構成されており 、前記キャリアが減速手段を介して前記第 1電動機または前記第 2電動機と接続され る動力出力装置。  The differential rotation mechanism is configured such that β <0.5 when the gear ratio of the differential rotation mechanism, which is a value obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear, is P. And a power output device in which the carrier is connected to the first electric motor or the second electric motor via a deceleration means. [8] 前記減速手段の減速比は ρ / (1— ρ )近傍の値とされる請求項 7に記載の動力出 力装置。  8. The power output apparatus according to claim 7, wherein a reduction ratio of the reduction means is a value in the vicinity of ρ / (1−ρ). [9] 前記減速手段は、前記キャリアと接続される前記第 1電動機または前記第 2電動機 と前記差動回転機構との間に配置される請求項 7に記載の動力出力装置。  9. The power output apparatus according to claim 7, wherein the speed reducing means is arranged between the first electric motor or the second electric motor connected to the carrier and the differential rotation mechanism. [10] 請求項 6に記載の動力出力装置において、  [10] The power output apparatus according to claim 6, 前記差動回転機構は、前記サンギヤの歯数を前記リングギヤの歯数で除した値で ある該差動回転機構のギヤ比を Ρとしたときに、 β > 0. 5となるように構成されており 、前記サンギヤが減速手段を介して前記第 1電動機または前記第 2電動機と接続さ れる動力出力装置。 The differential rotation mechanism is configured such that β> 0.5 when a gear ratio of the differential rotation mechanism, which is a value obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear, is Ρ. And the sun gear is connected to the first electric motor or the second electric motor via a speed reduction means. [11] 前記減速手段の減速比は（1 p ) / p近傍の値とされる請求項 10に記載の動力 出力装置。 11. The power output apparatus according to claim 10, wherein a reduction ratio of the reduction means is a value in the vicinity of (1 p) / p. [12] 前記減速手段は、前記サンギヤと接続される前記第 1電動機または前記第 2電動 機と前記変速伝達手段との間に配置される請求項 10に記載の動力出力装置。  12. The power output apparatus according to claim 10, wherein the speed reduction means is disposed between the first electric motor or the second electric motor connected to the sun gear and the shift transmission means. [13] 前記差動回転機構は、互いに異なる歯数をもった第 1サンギヤおよび第 2サンギヤ と、前記第 1サンギヤと嚙合する第 1ピニオンギヤと前記第 2サンギヤと嚙合する第 2 ピニオンギヤとを連結してなる段付ギヤを少なくとも 1つ保持するキャリアとを含む遊 星歯車機構であり、前記第 1要素は前記第 2サンギヤおよび前記キャリアの何れか一 方であると共に前記第 2要素は前記第 2サンギヤおよび前記キャリアの他方であり、 前記第 3要素は前記第 1サンギヤである請求項 1に記載の動力出力装置。  [13] The differential rotation mechanism connects a first sun gear and a second sun gear having different numbers of teeth, a first pinion gear meshing with the first sun gear, and a second pinion gear meshing with the second sun gear. And a carrier for holding at least one stepped gear. The first element is one of the second sun gear and the carrier, and the second element is the first gear. 2. The power output apparatus according to claim 1, wherein the third element is the other of the two sun gears and the carrier, and the third element is the first sun gear. [14] 請求項 13に記載の動力出力装置において、  [14] The power output apparatus according to claim 13, 前記差動回転機構は、前記第 2サンギヤの歯数と前記第 1ピニオンギヤの歯数との 積を前記第 1サンギヤの歯数と前記第 2ピニオンギヤの歯数との積で除した値である 該差動回転機構のギヤ比を Pとしたときに、 β < 0. 5となるように構成されており、前 記キャリアが減速手段を介して前記第 1電動機または前記第 2電動機と接続される動 力出力装置。  The differential rotation mechanism is a value obtained by dividing the product of the number of teeth of the second sun gear and the number of teeth of the first pinion gear by the product of the number of teeth of the first sun gear and the number of teeth of the second pinion gear. When the gear ratio of the differential rotation mechanism is P, β <0.5 is established, and the carrier is connected to the first electric motor or the second electric motor via a speed reduction unit. Power output device. [15] 前記減速手段の減速比は ρ / (1— ρ )近傍の値とされる請求項 14に記載の動力 出力装置。  15. The power output apparatus according to claim 14, wherein a reduction ratio of the reduction means is a value in the vicinity of ρ / (1−ρ). [16] 前記減速手段は、前記キャリアと接続される前記第 1電動機または前記第 2電動機 と前記差動回転機構との間に配置される請求項 14に記載の動力出力装置。  16. The power output apparatus according to claim 14, wherein the speed reducing means is disposed between the first electric motor or the second electric motor connected to the carrier and the differential rotation mechanism. [17] 請求項 13に記載の動力出力装置において、  [17] In the power output apparatus according to claim 13, 前記差動回転機構は、前記第 2サンギヤの歯数と前記第 1ピニオンギヤの歯数との 積を前記第 1サンギヤの歯数と前記第 2ピニオンギヤの歯数との積で除した値である 該差動回転機構のギヤ比を Ρとしたときに、 β > 0. 5となるように構成されており、前 記第 2サンギヤが減速手段を介して前記第 1電動機または前記第 2電動機と接続さ れる動力出力装置。  The differential rotation mechanism is a value obtained by dividing the product of the number of teeth of the second sun gear and the number of teeth of the first pinion gear by the product of the number of teeth of the first sun gear and the number of teeth of the second pinion gear. When the gear ratio of the differential rotation mechanism is β, β> 0.5 is established, and the second sun gear is connected to the first electric motor or the second electric motor via a reduction means. Connected power output device. [18] 前記減速手段の減速比は（1 ρ ) / ρ近傍の値とされる請求項 17に記載の動力 出力装置。 18. The power output apparatus according to claim 17, wherein a reduction ratio of the reduction means is a value in the vicinity of (1 ρ) / ρ. [19] 前記減速手段は、前記第 2サンギヤと接続される前記第 1電動機または前記第 2電 動機と前記変速伝達手段との間に配置される請求項 17に記載の動力出力装置。 19. The power output apparatus according to claim 17, wherein the speed reduction means is arranged between the first electric motor or the second electric motor connected to the second sun gear and the shift transmission means. [20] 前記差動回転機構は、サンギヤと、リングギヤと、該サンギヤおよび該リングギヤの 双方と嚙合するピニオンギヤを少なくとも 1つ保持するキャリアとを含むシングルピニ オン式遊星歯車機構であり、前記第 1要素は前記サンギヤおよび前記リングギヤの 何れか一方であると共に前記第 2要素は前記サンギヤおよび前記リングギヤの他方 であり、前記第 3要素は前記キャリアである請求項 1に記載の動力出力装置。  [20] The differential rotation mechanism is a single pinion planetary gear mechanism including a sun gear, a ring gear, and a carrier that holds at least one pinion gear that meshes with both the sun gear and the ring gear, and the first element 2. The power output apparatus according to claim 1, wherein is one of the sun gear and the ring gear, the second element is the other of the sun gear and the ring gear, and the third element is the carrier. [21] 前記リングギヤが減速手段を介して前記第 1電動機または前記第 2電動機と接続さ れる請求項 20に記載の動力出力装置。  21. The power output apparatus according to claim 20, wherein the ring gear is connected to the first electric motor or the second electric motor via a speed reduction unit. [22] 前記サンギヤの歯数を前記リングギヤの歯数で除した値である該差動回転機構の ギヤ比を pとしたときに、前記減速手段の減速比は p近傍の値とされている請求項 2 1に記載の動力出力装置。  [22] When the gear ratio of the differential rotation mechanism, which is a value obtained by dividing the number of teeth of the sun gear by the number of teeth of the ring gear, is p, the reduction ratio of the reduction means is a value in the vicinity of p. The power output apparatus according to claim 21. [23] 前記第 1電動機と前記第 1要素との接続および該接続の解除と、前記第 2電動機と 前記第 2要素との接続および該接続の解除と、前記内燃機関と前記第 3要素との接 続および該接続の解除との何れ力、を実行可能な接続断接手段を更に備える請求項 1に記載の動力出力装置。  [23] The connection between the first motor and the first element and the release of the connection, the connection between the second motor and the second element and the release of the connection, the internal combustion engine and the third element. The power output apparatus according to claim 1, further comprising connection / disconnection means capable of executing any of the connection and release of the connection. [24] 駆動軸からの動力により駆動される駆動輪を含むハイブリッド自動車であって、 内燃機関と、  [24] A hybrid vehicle including drive wheels driven by power from a drive shaft, and an internal combustion engine; 動力を入出力可能な第 1電動機と、  A first electric motor that can input and output power; 動力を入出力可能であると共に前記第 1電動機と同軸に並設される第 2電動機と、 前記第 1電動機と前記第 2電動機との間に両電動機と同軸に配置されており、該第 1電動機の回転軸に接続される第 1要素と該第 2電動機の回転軸に接続される第 2 要素と前記内燃機関の機関軸に接続される第 3要素とを含むと共にこれら 3つの要 素が互いに差動回転できるように構成された差動回転機構と、  A second electric motor capable of inputting / outputting power and arranged coaxially with the first electric motor, and being arranged coaxially with both electric motors between the first electric motor and the second electric motor; The first element connected to the rotating shaft of the electric motor, the second element connected to the rotating shaft of the second electric motor, and the third element connected to the engine shaft of the internal combustion engine, and these three elements are A differential rotation mechanism configured to be capable of differential rotation with each other; 前記動力分配統合機構の前記第 1要素と前記第 2要素とを前記駆動軸に選択的 に連結可能であり、前記動力分配統合機構から前記第 1要素を介して出力される動 力と該動力分配統合機構から前記第 2要素を介して出力される動力とをそれぞれ所 定の変速比で選択的に前記駆動軸に伝達可能な変速伝達手段と、 を備えるハイブリッド自動車。 The first element and the second element of the power distribution and integration mechanism can be selectively connected to the drive shaft, and the power output from the power distribution and integration mechanism via the first element and the power Shift transmission means capable of selectively transmitting the power output from the distribution integration mechanism via the second element to the drive shaft at a predetermined speed ratio; A hybrid car with
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