JP2017094756A - Hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress the occurrence of a shock when starting an engine from a motor bi-drive mode.SOLUTION: In a case where starting of an engine is requested when traveling in a motor bi-drive mode, torque output from a motor MG 1 is gradually changed so that negative torque approaches a value "0" through moderation processing. Then, an engine start (i.e., cranking) is started by outputting positive torque from the motor MG 1. This makes it possible to moderate drooping of drive force when switching the torque of the motor MG 1 from negative torque to positive torque, suppressing the generation of a starting shock.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a hybrid vehicle, and more particularly to a hybrid vehicle including an engine, a first motor, a planetary gear mechanism, a second motor, and a secondary battery.

  Conventionally, in this type of hybrid vehicle, the sun gear, the carrier, and the ring gear of the planetary gear mechanism are connected to the rotation shaft of the first motor, the output shaft of the engine, and the drive shaft connected to the axle, respectively, and reverse to the engine output shaft. A one-way clutch that prohibits rotation in the direction has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, in a state where the operation of the engine is stopped, a negative torque from the first motor is output, and a positive torque is output from the second motor, whereby the torque from the second motor is changed to the first motor. It is possible to travel with the torque from the motor (motor both drive mode).

JP 2003-201880 A

  In the hybrid vehicle described above, the engine can be started by outputting a positive torque from the first motor and motoring the engine, thereby allowing the vehicle to travel with the operation of the engine. In this case, if the engine is to be started from the above-described motor both-drive mode, the torque output from the first motor needs to be switched from negative to positive, and a shock due to a sudden change in torque may occur.

  The main purpose of the hybrid vehicle of the present invention is to suppress the occurrence of shock when starting the engine from the motor dual drive mode.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
Engine,
A first motor capable of generating electricity;
On the alignment chart, the first rotating element, the second rotating element, and the third rotating element are arranged in this order, and the rotating shaft of the first motor is connected to the first rotating element, and the output shaft of the engine is connected to the second rotating element. A planetary gear mechanism connected to the drive shaft connected to the axle connected to the third rotating element;
A second motor capable of inputting and outputting power to the drive shaft;
A secondary battery capable of exchanging electric power with the first motor and the second motor;
Rotation restricting means for restricting rotation of the second rotating element;
A motor dual drive mode capable of running with the negative torque output from the first motor and the positive torque output from the second motor with the second rotation element in a rotation stopped state; and the second rotation element A plurality of operation modes including an engine running mode in which the engine is started by motoring the engine with a positive torque output from the first motor and the engine is driven to run with the operation of the engine Control means for controlling the engine, the first motor, and the second motor by any one of
A hybrid vehicle comprising:
The control means controls the first motor so that the negative torque output from the first motor gradually changes toward a value of 0 when switching from the motor dual drive mode to the engine running mode is requested. And then controlling the first motor so that the engine is motored by a positive torque from the first motor.

  In the hybrid vehicle of the present invention, when switching from the motor drive mode to the engine running mode is requested, the first motor is controlled so that the negative torque output from the first motor gradually changes toward zero. To do. Thereafter, the first motor is controlled so that the engine is motored by the positive torque from the first motor. As a result, the drop in driving force when switching the torque output from the first motor from negative to positive can be moderated, and the occurrence of shock can be suppressed.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a collinear diagram which shows the dynamic relationship between the rotation speed and torque in each rotation element of the planetary gear 30 in the motor double drive mode. FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in each rotating element of planetary gear 30 when engine 22 is started. It is a flowchart which shows an example of an engine starting control routine. It is explanatory drawing which shows the mode of the time change of the torque of motor MG1, the torque of motor MG2, and the driving force output from a vehicle at the time of changing to engine operation mode from motor both drive mode. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As illustrated, the hybrid vehicle 20 of the embodiment includes an engine 22, a one-way clutch C1, a planetary gear 30, a motor MG1, a motor MG2, inverters 41 and 42, a battery 50, and an electronic control unit for hybrid ( (Hereinafter referred to as HVECU) 70.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil, or the like as fuel, and is operated and controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via an input port. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through an output port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 of the engine 22.

  The planetary gear 30 includes an external gear sun gear 31, an internal gear ring gear 32, a plurality of pinion gears 33 meshing with the sun gear 31 and the ring gear 32, and a carrier 34 that holds the plurality of pinion gears 33 so as to rotate and revolve. It is comprised as a single pinion type planetary gear mechanism having The sun gear 31 is connected to the rotor of the motor MG1. The ring gear 32 is connected to a drive shaft 36 connected to drive wheels 39 a and 39 b via a differential gear 38 and a gear mechanism 37. A crankshaft 26 of the engine 22 is connected to the carrier 34 via a damper 28.

  The one-way clutch C1 is attached to the carrier 34 and the case 21 fixed to the vehicle body. The one-way clutch C <b> 1 only allows the carrier 34 to rotate in the forward rotation direction of the engine 22 with respect to the case 21.

  The motor MG1 is configured as a synchronous generator motor, for example. As described above, the motor MG1 has a rotor connected to the sun gear of the planetary gear 30. The motor MG2 is configured as, for example, a synchronous generator motor. The motor MG2 has a rotor connected to the drive shaft 36 via a reduction gear 35. The inverters 41 and 42 are connected to the power line 54 together with the battery 50. A smoothing capacitor is attached to the power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. .

  Signals necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. For example, the motor ECU 40 is applied to the rotational positions θm1 and θm2 from a rotational position detection sensor (not shown) that detects the rotational position of the rotor of the motors MG1 and MG2 and the motors MG1 and MG2 detected by a current sensor (not shown). Phase current etc. are input through the input port. Further, the motor ECU 40 outputs a switching control signal to a switching element (not shown) of the inverters 41 and 42 through an output port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1, MG2 by a control signal from the HVECU 70, and transmits data related to the operating state of the motors MG1, MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensor.

  The battery 50 is configured as a lithium ion secondary battery, for example, and exchanges electric power with the motors MG1 and MG2 via the inverters 41 and 42. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . A signal necessary for managing the battery 50 is input to the battery ECU 52 via the input port. For example, the battery ECU 52 includes a voltage Vb between terminals from a voltage sensor installed between terminals of the battery 50, a charge / discharge current Ib from a current sensor attached to a power line connected to an output terminal of the battery 50, a battery The battery temperature Tb from the temperature sensor attached to 50 is input. Further, the battery ECU 52 calculates a storage ratio SOC, which is a ratio of the capacity of electric power that can be discharged from the battery 50 at that time, based on the integrated value of the charge / discharge current Ib detected by the current sensor. The battery ECU 52 also calculates the input / output limits Win and Wout that are the maximum allowable power that may charge / discharge the battery 50 based on the calculated storage ratio SOC and the battery temperature Tb. Further, the battery ECU 52 communicates with the HVECU 70 and transmits data relating to the state of the battery 50 to the HVECU 70 as necessary.

  The HVECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port, and a communication port in addition to the CPU 72. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift range SR from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The HVECU 70 is communicably connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

The hybrid vehicle 20 of the embodiment configured in this way calculates the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, there are the following (1) to (4). Both the torque conversion operation mode (1) and the charge / discharge operation mode (2) are modes that travel with the operation of the engine 22, and there is no substantial difference in control. This is called engine operation mode (hybrid mode). Further, since both the motor single drive mode (3) and the motor dual drive mode (4) are modes in which the engine 22 is stopped and the vehicle is driven only by the power from the motor, the motor operation is performed by combining both. Sometimes called a mode.
(1) Torque conversion operation mode: The operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is torqued by the planetary gear 30, the motor MG1, and the motor MG2. An operation mode in which the motor MG1 and the motor MG2 are drive-controlled so that they are converted and output to the drive shaft 36.
(2) Charging / discharging operation mode: The engine 22 is operated and controlled so that the power corresponding to the sum of the required power and the power required for charging / discharging the battery 50 is output from the engine 22 and the battery 50 is charged / discharged. An operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that all or a part of the power output from the engine 22 is torque-converted by the planetary gear 30, the motor MG1, and the motor MG2 and the required power is output to the drive shaft 36. .
(3) Motor single drive mode: An operation mode in which the operation of the engine 22 is stopped and the torque is not output from the motor MG1, and the drive control is performed so that the power corresponding to the required power is output to the drive shaft 36 only by the torque from the motor MG2. .
(4) Motor dual drive mode: An operation mode in which the operation of the engine 22 is stopped and drive control is performed so that the power corresponding to the required power is output to the drive shaft 36 by the torque from the motor MG1 and the torque from the motor MG2.

  Specifically, the engine operation mode (hybrid mode) is controlled as follows. That is, the HVECU 70 is obtained by multiplying the required torque Tr * set from the accelerator opening Acc and the vehicle speed V by the rotation speed Nr of the drive shaft 36 (for example, the rotation speed Nm2 of the motor MG2 and the vehicle speed V by a conversion factor). The travel power Pdrv * required for travel is calculated by multiplying Subsequently, the engine required for the engine 22 by subtracting the charge / discharge required power Pb * (positive value when discharging from the battery 50) based on the storage ratio SOC of the battery 50 from the calculated traveling power Pdrv *. The required power Pe * is set. Then, a target operating point (operating point) of the engine 22 determined by the target rotational speed Ne * and the target torque Te * is set based on the engine required power Pe *. Here, the target operating point (target rotational speed Ne * and target torque Te *) of the engine 22 is an operation line (fuel consumption operation line) of the engine 22 that can output the engine required power Pe * from the engine 22 efficiently. And the engine required power Pe *. Next, the torque command Tm1 * of the motor MG1 is set by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. At the same time, the torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the drive shaft 36. Then, the set target rotational speed Ne * and target torque Te * of the engine 22 are transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. Control and so on. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  Further, the control in the motor single drive mode is performed as follows. That is, the HVECU 70 sets the torque command Tm2 * of the motor MG2 so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50, and the torque command Tm2 * is set to the motor ECU 40. Send to. Receiving the torque command Tm2 *, the motor ECU 40 performs switching control of the switching element of the inverter 42 so that the motor MG2 is driven by the torque command Tm2 *.

  Furthermore, the control of the motor both drive mode is performed as follows. That is, the HVECU 70 sets the torque command Tm1 * of the motor MG1 and the torque command Tm2 * of the motor MG2 so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Then, torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40. Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverter 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *.

  Here, the engine operation mode (hybrid mode) is selected when the engine request power Pe * obtained by subtracting the charge / discharge request power Pb * from the travel power Pdr is equal to or greater than a predetermined power, and the motor operation mode is selected from the engine request mode. This is selected when the power Pe * is less than the predetermined power. When the motor operation mode is selected, when the required torque Tr * is equal to or less than the upper limit torque Tm2lim of the motor MG2, the motor single drive mode is selected, and when the required torque Tr * exceeds the upper limit torque Tm2lim of the motor MG2, The motor dual drive mode is selected. The upper limit torque Tm2lim is the rated maximum torque of the motor MG2, and tends to decrease as the rotation speed Nm2 of the motor MG2 increases.

  FIG. 2 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the planetary gear 30 in the motor double drive mode. In the figure, the left S-axis indicates the rotational speed of the sun gear, which is the rotational speed of the motor MG1, the central C-axis indicates the rotational speed of the carrier, which is the rotational speed of the engine 22, and the right R-axis indicates the drive shaft. The rotation speed of the ring gear which is 36 rotation speed is shown. Further, “ρ” in the figure is the gear ratio of the planetary gear 30 (the number of teeth of the sun gear / the number of teeth of the ring gear). A thick line arrow on the R-axis indicates a torque (−Tm1 / ρ) acting on the drive shaft 36 by a torque output from the motor MG1 in the motor double drive mode and a torque Tm2 output from the motor MG2. As shown in the figure, the planetary gear 30 is connected so that three rotating elements are arranged in the order of the rotating shaft of the motor MG1, the crankshaft 26 of the engine 22, and the driving shaft 36 on the alignment chart. Therefore, when a negative torque is output from the motor MG1, the one-way clutch C1 connected to the crankshaft 26 is responsible for the reaction force of the motor torque, so that the torque from the motor MG1 is transmitted to the drive shaft 36. Thereby, since the torque of the motor MG1 can be added to the torque of the motor MG2, torque exceeding the upper limit torque of the motor MG2 can be output to the drive shaft 36.

  FIG. 3 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in each rotating element of the planetary gear 30 when the engine 22 is started. As shown in the figure, the cranking of the engine 22 can be performed by outputting a positive torque from the motor MG1. As described above, since the motor double drive mode outputs negative torque from the motor MG1, when shifting from the motor double drive mode to the engine operation mode, when the engine 22 is cranked and started, the motor MG1 outputs Switch torque from negative to positive.

  Next, the operation of the hybrid vehicle 20 of the present embodiment configured as described above, particularly the start of the engine 22 is requested during traveling in the motor operation mode (motor single drive mode, motor dual drive mode), and the engine operation mode is entered. The operation when doing this will be described. FIG. 4 is a flowchart showing an example of an engine start control routine executed by the CPU 72 of the HVECU 70. This routine is executed when the engine 22 is requested to start.

  When the engine start control routine is executed, the CPU 72 of the HVECU 70 first inputs data such as the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotational speed Ne of the engine 22 ( S100). Here, the rotational speed Ne of the engine 22 is calculated based on the crank angle from the crank position sensor and input from the engine ECU 24 by communication. When the data is input, the required torque Tr * required for the drive shaft 36 is set based on the input accelerator opening Acc and the vehicle speed V (S110).

  Then, it is determined whether or not the engine 22 is being started (S120) and whether or not the operation mode is a motor dual drive mode (S130). If it is determined that the engine 22 is being started or if it is determined not to be in the motor dual drive mode, that is, the motor single drive mode, the motor MG1 is configured so that the engine 22 is cranked by the positive torque output from the motor MG1. A torque command Tm1 * to be output is set (S140). The torque command Tm1 * can be set based on a torque map at the time of engine start and an elapsed time from the start of the engine. Subsequently, a temporary torque Tm2tmp as a temporary value of the torque command Tm2 * of the motor MG2 is calculated based on the following equation (1) (S150). Here, the temporary torque Tm2tmp is obtained by adding a value obtained by dividing the torque command Tm1 * of the motor MG1 by the gear ratio ρ of the planetary gear 30 to the required torque Tr * as shown in the equation (1), and further reducing the gear ratio of the reduction gear 35. It can be calculated by dividing by Gr. Further, torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 are calculated based on the equations (2) and (3) (S160). The torque limits Tm2min and Tm2max are obtained by multiplying the torque command Tm1 * set by the input / output limits Win and Wout of the battery 50 and the rotational speed Nm1 of the motor MG1 as shown in the equations (2) and (3). Can be calculated by dividing the difference from the power consumption (generated power) by the rotation speed Nm2 of the motor MG2. Then, as shown in Expression (4), the temporary torque Tm2tmp is limited by the torque limits Tm2min, Tm2max, and the upper limit torque Tm2lim, and the torque command Tm2 * of the motor MG2 is set (S170).

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (1)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (2)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (3)
Tm2 * = max (min (Tm2tmp, Tm2max, Tm2lim), Tm2min) (4)

  When the torque commands Tm1 * and Tm2 * are thus set, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (S180). Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 performs switching control of the switching elements of the inverters 41 and 42 so that torques corresponding to the torque commands Tm1 * and Tm2 * are output from the motors MG1 and MG2, respectively.

  Then, it is determined whether or not the engine speed Ne input in S100 has reached the ignition start engine speed Nfire (S190). If it is determined that the rotation speed Ne has not reached the ignition start rotation speed Nfire, the engine start control routine is terminated. On the other hand, if it is determined that the rotational speed Ne has reached the ignition start rotational speed Nfire, a control command is transmitted to the engine ECU 24 so that fuel injection and ignition to the engine 22 are started (S200), and the engine start control routine is terminated. To do.

  If it is determined in S120 and S130 that the engine 22 is not starting and the operation mode is not the motor dual drive mode, the motor MG1 outputs a torque exceeding the rated maximum torque Tm2lim of the motor MG2 to the drive shaft 36, so that the motor MG1 has a negative torque. Is output. For this reason, before cranking the engine 22 with the positive torque from the motor MG1 by the following process, the negative torque from the motor MG1 is changed to the approximate value 0 by the slow change process (smoothing process). That is, it is determined whether or not the torque command (previous Tm1 *) of the motor MG1 previously set in S220 of this routine is substantially 0 (S210). If it is determined that the previous Tm1 * of the motor MG1 is not substantially zero, that is, a negative torque, as shown in the following equation (5), the torque command of the motor MG1 is performed by an annealing process with the value 0 (0 torque) as a target value. Tm1 * is set (S220). Note that “n” in Equation (5) is an annealing constant.

  Tm1 * = previous Tm1 * (1-1 / n) (5)

  When the torque command Tm1 * of the motor MG1 is set, the required torque Tr * is output to the drive shaft 36 within the ranges of the limit torques Tm2min and Tm2max and the upper limit torque Tm2lim of the motor MG2 as in the processing of S150 to S180 described above. The torque command Tm2 * of the motor MG2 is set (S230 to S250). Then, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (S260), and the engine start control routine is terminated. In this way, the negative torque output from the motor MG1 in the motor double drive mode is gradually changed by repeating the processes of S220 to S260 until the negative torque becomes approximately zero. If it is determined in S210 that the previous Tm1 * has reached approximately 0, the process proceeds to S140, and the engine 22 is started (cranking) by outputting a positive torque from the motor MG1.

  FIG. 5 is an explanatory diagram showing changes over time in the torque of the motor MG1, the torque of the motor MG2, and the driving force output from the vehicle when shifting from the both-motor drive mode to the engine operation mode. As shown in the drawing, in the motor both drive mode, a driving force is output to the drive shaft 36 by a negative torque output from the motor MG1 and a positive torque output from the motor MG2. If the engine 22 is requested to start while traveling in the motor dual drive mode, the torque output from the motor MG1 is gradually changed from a negative torque to a value of 0 by an annealing process. When the output torque of the motor MG1 reaches approximately 0, the engine 22 starts to be started (cranking) by outputting a positive torque from the motor MG1. Thereby, the fall of the driving force output to the drive shaft 36 can be moderated, and the occurrence of the start shock can be suppressed. On the other hand, when the torque output from the motor MG1 is immediately changed from the negative torque to the value 0, the torque transmitted to the drive shaft 36 by the negative torque from the motor MG1 immediately becomes the value 0. For this reason, the drive force output to the drive shaft 36 drops suddenly and a start shock occurs (see the dotted line in the figure).

  According to the hybrid vehicle 20 of the present embodiment described above, when the engine 22 is requested to start when traveling in the motor dual drive mode, the torque output from the motor MG1 is a negative torque value of 0. It gradually changes by annealing treatment. When the output torque of the motor MG1 reaches approximately 0, the engine 22 starts to be started (cranking) with the positive torque from the motor MG1. As a result, the drop in driving force when switching the torque of motor MG1 from a negative torque to a positive torque can be moderated, and the occurrence of a start shock can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when the start of the engine 22 is requested to shift from the motor double drive mode to the engine drive mode, the negative torque output from the motor MG1 in the motor double drive mode is set to the approximate value 0. It was changed by annealing until it reached However, the negative torque output from the motor MG1 in the motor double drive mode may be changed by a predetermined value until it reaches a substantially value 0 (rate processing).

  In the hybrid vehicle 20 of the embodiment, the one-way clutch C1 is attached to the carrier 34, but the carrier 34 is rotated with respect to the case 21 as illustrated in the hybrid vehicle 120 of the modified example of FIG. It is also possible to attach a brake B1 that is fixed (connected) impossible and that allows the carrier 34 to be freely released from the case 21. In this case, in the dual motor drive mode, the vehicle basically travels with the brake B1 turned on and the carrier 34 fixed. Further, when the engine 22 is requested to start, the brake B1 is turned off and the carrier 34 can be rotated.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “first motor”, the planetary gear 30 corresponds to the “planetary gear mechanism”, the motor MG2 corresponds to the “second motor”, The battery 50 corresponds to “secondary battery”, the one-way clutch C1 corresponds to “rotation restricting means”, and the CPU 72 of the HVECU 70 corresponds to “control means”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention is applicable to the hybrid vehicle manufacturing industry.

  20,120 Hybrid car, 21 case, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 31 sun gear, 32 ring gear, 33 pinion gear, 34 carrier, 35 reduction gear, 36 Drive shaft, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 50 battery, 52 electronic control unit for battery (battery ECU), 54 power line , 70 Hybrid electronic control unit (HVECU), 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Actuator Cell pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor, C1 one-way clutch, B1 brake.

Claims (1)

Engine,
A first motor capable of generating electricity;
On the alignment chart, the first rotating element, the second rotating element, and the third rotating element are arranged in this order, and the rotating shaft of the first motor is connected to the first rotating element, and the output shaft of the engine is connected to the second rotating element. A planetary gear mechanism connected to the drive shaft connected to the axle connected to the third rotating element;
A second motor capable of inputting and outputting power to the drive shaft;
A secondary battery capable of exchanging electric power with the first motor and the second motor;
Rotation restricting means for restricting rotation of the second rotating element;
A motor dual drive mode capable of running with the negative torque output from the first motor and the positive torque output from the second motor with the second rotation element in a rotation stopped state; and the second rotation element A plurality of operation modes including an engine running mode in which the engine is started by motoring the engine with a positive torque output from the first motor and the engine is driven to run with the operation of the engine Control means for controlling the engine, the first motor, and the second motor by any one of
A hybrid vehicle comprising:
The control means controls the first motor so that the negative torque output from the first motor gradually changes toward a value of 0 when switching from the motor dual drive mode to the engine running mode is requested. And then controlling the first motor so that the engine is motored by a positive torque from the first motor.

Images