CN111619333A - 混合动力车辆的驱动装置 - Google Patents

混合动力车辆的驱动装置 Download PDF

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Publication number
CN111619333A
CN111619333A CN202010092268.8A CN202010092268A CN111619333A CN 111619333 A CN111619333 A CN 111619333A CN 202010092268 A CN202010092268 A CN 202010092268A CN 111619333 A CN111619333 A CN 111619333A
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China
Prior art keywords
motor generator
driving force
engagement mechanism
motor
generator
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CN202010092268.8A
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English (en)
Inventor
笠原崇宏
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Publication of CN111619333A publication Critical patent/CN111619333A/zh
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    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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
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    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
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    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 combustion engines
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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 ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)

Abstract

本发明提供一种混合动力车辆的驱动装置(100)，具有：内燃机(1)、第1电动发电机(2)、第2电动发电机(3)、第1行星齿轮机构(10)、变速机构(70)以及控制部(4)。控制部(4)对变速机构(70)进行控制，以使在EV后退模式下行驶中，在判定为有增大驱动力的要求前，使第1接合机构(30)分离且使第2接合机构(40)接合，当判定为有增大驱动力的要求时，使第1接合机构(30)接合且使第2接合机构(40)分离。

Description

混合动力车辆的驱动装置
技术领域
本发明涉及一种混合动力车辆的驱动装置。
背景技术
作为这种装置，以往已知具有发动机、第1电动机(第1电动发电机)和第2电动机(第2电动发电机)、能够将在发动机产生的动力分配给输出侧和第1电动机侧的动力分配用行星齿轮机构、将从输出侧输出的旋转变速的变速用行星齿轮机构、多个摩擦接合机构的装置。该装置例如记载于专利文献1中。在专利文献1记载的装置中，构成为通过对多个摩擦接合机构的接合动作进行控制，能够实现使发动机停止并利用第2电动机的动力行驶的EV模式、一边利用发动机的动力驱动第1电动机进行发电一边利用第2电动机的动力行驶的串联模式、利用发动机的动力和第2电动机的动力行驶的HV模式。
然而，在EV模式下进行后退行驶时，有为了使车轮跨过台阶等，需要较大的驱动力的情况。但是，在专利文献1记载的装置中，在EV模式下进行后退行驶时的最大驱动力由第2电动机的能力限制，因此为了增大驱动力，需要第2电动机的大型化等，从而导致成本上升、装置整体大型化。
现有技术文献
专利文献1：日本特许第5391959号公报(JP5391959B)。
发明内容
本发明一技术方案的混合动力车辆的驱动装置，具有：内燃机；第1电动发电机；动力分配机构，其与内燃机的输出轴连接，将在内燃机产生的动力向第1电动发电机和用于向车轴传递动力的动力传递路径分配并输出；第2电动发电机，其夹设在动力传递路径上；行星齿轮机构，其夹设在第2电动发电机与动力分配机构之间的动力传递路径上；变速机构，其具有能够接合和分离的第1接合机构和能够接合和分离的第2接合机构，根据第1接合机构和第2接合机构的动作，变更作为行星齿轮机构的输入轴的旋转速度与行星齿轮机构的输出轴的旋转速度的比值的变速比；控制部，其根据行驶模式，对内燃机、第1电动发电机、第2电动发电机、变速机构进行控制。变速机构构成为，当第1接合机构分离且第2接合机构接合时，成为第1变速比，另一方面，当第1接合机构接合且第2接合机构分离时，成为比第1变速比小的第2变速比。行驶模式包含使内燃机的驱动停止，利用第2电动发电机的动力进行后退行驶的EV后退模式。驱动装置还具有判定部，所述判定部判定在EV后退模式下行驶中是否有增大驱动力的要求。控制部对变速机构进行控制，以使在EV后退模式下行驶中，在由判定部判定为有增大驱动力的要求前，使第1接合机构分离且使第2接合机构接合，当由判定部判定为有增大驱动力的要求时，使第1接合机构接合且使第2接合机构分离。
附图说明
本发明的目的、特征以及优点，通过与附图相关的以下实施方式的说明进一步阐明。
图1是概略地示出本发明一实施方式的混合动力车辆的驱动装置的整体结构的框架图。
图2是示出能够由本发明一实施方式的混合动力车辆的驱动装置实现的行驶模式的例子的图。
图3是示出在由作为本发明的比较例的混合动力车辆的驱动装置实施的EV后退模式下的动作的一例的共线图。
图4A是示出在由本发明一实施方式的混合动力车辆的驱动装置实施的EV后退模式下的动作的一例的共线图。
图4B是示出紧接着图4A的动作的一例的共线图。
图5是示出由图1的控制器执行的处理的一例的流程图。
图6是示出本发明一实施方式的混合动力车辆的驱动装置的动作的一例的时序图。
图7是示出图6的变形例的时序图。
图8是示出图6的另一变形例的时序图。
具体实施方式
以下参照图1～图8对本发明一实施方式进行说明。本发明一实施方式的驱动装置应用于具有发动机和电动发电机作为行驶驱动源的混合动力车辆上。图1是概略地示出本实施方式的混合动力车辆的驱动装置100的整体结构的图。
如图1所示，驱动装置100具有发动机(ENG)1、第1和第2电动发电机(MG1、MG2)2、3、分配动力用的第1行星齿轮机构10、变速用的第2行星齿轮机构20。
发动机1是将通过节气门阀供给的吸入空气和从喷射器喷射出的燃料以适当的比例混合并利用火花塞等点火而使它们燃烧，由此产生旋转动力的内燃机(例如汽油发动机)。另外，还能够使用柴油发动机等各种发动机来代替汽油发动机。节气门阀的开度、从喷射器喷射出的燃料的喷射量(喷射时期、喷射时间)以及点火时期等由控制器(ECU)4来进行控制。
发动机1的输出轴1a以轴线CL1为中心延伸。在发动机1上设有单向离合器1b，通过单向离合器1b允许输出轴1a的正向(正方向)的旋转(正向旋转)，阻止反向(反方向)的旋转(反向旋转)。在向正方向旋转时，发动机1能够产生车辆的前进反向的驱动力。
第1和第2电动发电机2、3分别具有以轴线CL1为中心的大致圆筒形状的转子和配置于转子的周围的大致圆筒形状的定子，能够作为电动机和发电机发挥功能。即，第1和第2电动发电机2、3的转子由从电池6经由电力控制单元(PCU)5向定子的线圈供给的电力驱动。此时，第1和第2电动发电机2、3作为马达发挥功能。
另一方面，当第1和第2电动发电机2、3的转子的旋转轴2a、3a由外力驱动时，第1和第2电动发电机2、3进行发电，电力经由电力控制单元5蓄存于电池6中。此时，第1和第2电动发电机2、3作为发电机发挥功能。另外，在一般行驶时，例如定速行驶时、加速行驶时等，第1电动发电机2主要作为发电机发挥功能，第2电动发电机3主要作为马达发挥功能。
电力控制单元5包含逆变器而构成，通过根据来自控制器4的指令控制逆变器，来控制第1电动发电机2和第2电动发电机3各自的输出转矩或再生转矩。另外，第1和第2电动发电机2、3均能够正向旋转、反向旋转。
第1电动发电机2和第2电动发电机3在同轴上沿轴向上相互分离地配置。第1电动发电机2和第2电动发电机3例如收纳在同一壳体7内，第1电动发电机2与第2电动发电机3之间的空间SP由壳体7包围起来。另外，第1电动发电机2和第2电动发电机3还可以收纳在彼此不同的壳体内。
在第1电动发电机2和第2电动发电机3之间的空间SP中配置有单小齿轮型的第1行星齿轮机构10和第2行星齿轮机构20。更详细而言，在第1电动发电机2侧配置第1行星齿轮机构10，在第2电动发电机3侧配置第2行星齿轮机构20。
第1行星齿轮机构10具有：分别以轴线CL1为中心旋转的第1太阳轮11和配置于第1太阳轮11周围的第1齿圈12、在第1太阳轮11和第1齿圈12之间与这些齿轮11、12啮合地配置的在圆周方向上的多个第1小齿轮(行星齿轮)13、将第1小齿轮13支承成能够自转且能够以轴线CL1为中心公转的第1行星架14。
与第1行星齿轮机构10相同，第2行星齿轮机构20也具有分别以轴线CL1为中心旋转的第2太阳轮21和配置于第2太阳轮21周围的第2齿圈22、在第2太阳轮21和第2齿圈22之间与这些齿轮21、22啮合地配置的在圆周方向上的多个第2小齿轮(行星齿轮)23、将第2行星齿轮23支承成能够自转且能够以轴线CL1为中心公转的第2行星架24。
发动机1的输出轴1a与第1行星架14连结，发动机1的动力经由第1行星架14输入到第1行星齿轮机构10。另外，在使发动机1启动时，来自第1电动发电机2的动力经由第1行星齿轮机构10输入到发动机1。第1太阳轮11与第1电动发电机2的转子的旋转轴2a连结，第1太阳轮11与第1电动发电机2(转子)一体旋转。第1齿圈12与第2行星架24连结，第1齿圈12与第2行星架24一体旋转。
通过这样的结构，第1行星齿轮机构10能够将经由第1行星架14输入的动力经由第1太阳轮11向第1电动发电机2输出，并经由第1齿圈12向车轴57侧的第2行星架24输出。即，能够将来自发动机1的动力向第1电动发电机2和第2行星齿轮机构20分配并输出。
在第2齿圈22的径向外侧设置有以轴线CL1为中心的大致圆筒形状的外鼓25。第2齿圈22与外鼓25连结，两者一体旋转。在外鼓25的径向外侧设置有制动机构30。制动机构30例如构成为湿式多片式制动器，具有在径向上延伸的轴向多个板(摩擦材料)31、与板31在轴向上交替配置并在径向上延伸的轴向多个(省略多个的图示)盘(摩擦材料)32。即，具有板31和盘32作为多个摩擦接合元件。
多个板31的外径侧端部以板31不能在圆周方向上旋转且能够在轴向上移动的方式接合于壳体7的周壁的内周面。多个盘32的内径侧端部以盘32不能相对于外鼓25在圆周方向上相对旋转且能够在轴向上移动的方式接合于外鼓25的外周面，与外鼓25一体旋转。在壳体7的周壁的内周面，在制动机构30的轴向侧方，面向外鼓25的外周面设置有用于检测外鼓25的转速的非接触式的转速传感器35。
制动机构30具有使板31和盘32相互分离，赋予使盘32从板31分离那样的作用力的弹簧(未图示)和对抗弹簧的作用力，赋予使板31和盘32相互接合那样的推压力的活塞(未图示)。活塞由经由液压控制装置8供给的油的压力驱动。
在液压力没有作用于活塞的状态下，板31和盘32相互分离，制动机构30被解除(断开)，允许第2齿圈22的旋转。另一方面，当液压力作用于活塞时，板31和盘32接合，制动机构30工作(连接)。在该状态下，第2齿圈22的旋转被阻止。另外，制动机构30的结构并不限于以上所述，例如可以是将保持在壳体7的摩擦构件按压在外鼓25的外周面并施加制动力的结构。
在外鼓25的径向内侧，与外鼓25对置地设置有以轴线CL1为中心的大致圆筒形状的内鼓26。第2太阳轮21与沿轴线CL1延伸的第2行星齿轮机构20的输出轴27连结，并与内鼓26连结，第2太阳轮21、输出轴27以及内鼓26一体旋转。在外鼓25和内鼓26之间设置有离合机构40。
离合机构40例如构成为湿式多片式离合器，具有：在径向上延伸的轴向多个板(摩擦材料)41、与板41在轴向交替配置并在径向上延伸的轴向多个(省略多个的图示)盘(摩擦材料)42。即，具有板41和盘42作为多个摩擦接合元件。多个板41的外径侧端部以板41不能相对于外鼓25在圆周方向上相对旋转且能够在轴向上移动的方式接合于外鼓25的内周面，与外鼓25一体旋转。多个盘42的内径侧端部以盘42不能相对于内鼓26在圆周方向上相对旋转且能够在轴向上移动的方式接合于内鼓26的外周面，与内鼓26一体旋转。
离合机构40具有使板41和盘42相互分离，赋予使盘42从板41分离那样的作用力的弹簧(未图示)和对抗弹簧的作用力，赋予使板41和盘42相互接合那样的推压力的活塞(未图示)。活塞由经由液压控制装置8供给的油的压力驱动。
在液压力没有作用于活塞的状态下，板41和盘42相互分离，离合机构40被解除(断开)，第2太阳轮21能够进行相对于第2齿圈22的相对旋转。此时，当由于制动机构30的连接而第2齿圈22的旋转被阻止时，输出轴27相对于第2行星架24的旋转增速。该状态相当于挡位切换到高速挡(高)的状态。
另一方面，当液压力作用于活塞时，板41和盘42接合，离合机构40工作(连接)，第2太阳轮21与第2齿圈22结合为一体。此时，当由于制动机构30的断开而允许第2齿圈22的旋转时，输出轴27与第2行星架24成为一体并以与第2行星架24相同的速度旋转。该状态相当于挡位切换到低速挡(低)的状态。
第2行星齿轮机构20、制动机构30、离合机构40构成变速机构70，该变速机构70将第2行星架24的旋转变为低、高的两挡位，并将变速后的旋转从输出轴27输出。当将第2行星齿轮机构20的输入轴(第2行星架24)的转速与输出轴27(第2太阳轮21)的转速的比值定义为变速比时，低速挡的变速比α1(称为第1变速比)比高速挡的变速比α2(称为第2变速比)大。另外，从第1行星齿轮机构10经由变速机构70至第2电动发电机3的转子的旋转轴3a的转矩的传递路径构成从第1行星齿轮机构10至车轴57的动力传递路径73中的第1动力传递路径71。
输出轴27与以轴线CL1为中心旋转的输出齿轮51连结。在输出齿轮51上连结有第2电动发电机3的转子的旋转轴3a，输出齿轮51与第2电动发电机3(旋转轴3a)一体旋转。输出齿轮51与能够以与轴线CL1平行地延伸的副轴52为中心旋转的大直径齿轮53啮合，转矩经由大直径齿轮53传递至副轴52。传递至副轴52的转矩经由小直径齿轮54传递至差动装置55的齿圈56，进一步地，经由差动装置55传递至左右的车轴57。由此车轮(例如前轮)101被驱动，车辆行驶。另外，旋转轴3a、输出齿轮51、大直径齿轮53、小直径齿轮54以及差动装置55等构成动力传递路径73中的从第2电动发电机3至车轴57的第2动力传递路径72。
在第2电动发电机3的转子的径向内侧配置有油泵(MOP)60。油泵60与发动机1的输出轴1a连结，由发动机1驱动。在发动机1停止时需要供给油时，通过利用来自电池6的电力驱动电动油泵(EOP)61来供给必要的油。
液压控制装置8包括利用电信号工作的电磁阀、电磁比例阀等控制阀8a。控制阀8a根据来自控制器4的指令工作，对压力油向制动机构30和离合机构40的流动进行控制。更具体地说，对压力油向面向制动机构30的活塞的油室和面向离合机构40的活塞的油室的流动进行控制。由此，能够切换制动机构30和离合机构40的连接/断开。另外，由液压控制装置8的其他控制阀来控制压力油向其他部位的流动。
控制器(ECU)4包含具有CPU、ROM、RAM、其他周边电路等的运算处理装置，具有发动机控制用ECU4a、变速机构控制用ECU4b以及电动发电机控制用ECU4c。另外，还可以与各ECU4a～4c对应地设置多个控制器4，而不是单个控制器4具有多个ECU4a～4c。
来自检测鼓25的转速的转速传感器35、检测车速的车速传感器36、检测与加速踏板的操作量相对应的加速器开度的加速器开度传感器37等的信号被输入到控制器4。另外，省略图示，来自检测发动机1的转速的转速传感器、检测第1电动发电机2的转速的转速传感器、检测第2电动发电机3的转速的转速传感器等的信号也被输入到控制器4。
控制器4基于这些输入信号，按照由预先决定的车速和加速器开度等规定的表示车辆的驱动力特性的驱动力图决定行驶模式。进一步地，向节气门阀开度调整用执行器、燃料喷射用喷射器、电力控制单元5、液压控制装置8(控制阀8a)等输出控制信号，控制发动机1、第1和第2电动发电机2、3以及制动机构30和离合机构40的动作，以使车辆根据行驶模式进行行驶。
图2是以表格形式示出利用本发明一实施方式的驱动装置100能够实现的若干行驶模式的例子和与各行驶模式相对应的制动机构(BR)30、离合器机构(CL)40以及发动机(ENG)1的工作状态的图。
图2中示出EV模式、W马达模式、串联模式以及HV模式作为车辆前进行驶时的代表性行驶模式。HV模式分为低模式(HV低模式)和高模式(HV高模式)。图中，分别用○标志表示制动机构30的连接(接合)、离合器机构40的连接(接合)以及发动机1的运行，分别用×标志表示制动机构30的断开(分离)、离合器机构40的断开(分离)以及发动机1的停止。
EV模式是仅利用第2电动发电机3的动力行驶的模式，在EV模式下，当第2电动发电机3向正方向旋转驱动时，车辆前进，当向反方向旋转驱动时，车辆后退。在EV模式下，根据来自控制器4的指令，制动机构30和离合机构40都断开，发动机1停止。
W马达模式是利用第1电动发电机2和第2电动发电机3的动力行驶的模式。在W马达模式下，根据来自控制器4的指令，制动机构30断开，离合机构40连接，发动机1停止。
串联模式是一边利用在发动机1产生的动力驱动第1电动发电机2进行发电，一边利用第2电动发电机3的动力行驶的模式。在串联模式下，根据来自控制器4的指令，制动机构30和离合机构40都连接，发动机1运行。
HV模式是利用在发动机1产生的动力和第2电动发电机3的动力行驶的模式。其中，HV低模式是与从低速开始的全开加速行驶相对应的模式，HV高模式是与EV行驶后的常用驾驶相对应的模式。在HV低模式下，根据来自控制器4的指令，制动机构30断开且离合机构40连接，发动机1运行。在HV高模式下，根据来自控制器4的指令，制动机构30连接且离合机构40断开，发动机1运行。
这样构成的驱动装置100中，后退行驶在EV模式(称为EV后退模式)下进行。即，当根据变速杆的操作指示进行后退行驶时，根据来自控制器4的指令，发动机1停止，车辆利用第2电动发电机3的驱动力行驶。在后退行驶时，例如当车轮101与台阶抵接时，为了越过台阶则需要较大的驱动力。当仅由第2电动发电机3供应该驱动力时，需要使第2电动发电机3的最大转矩增大，在这种情况下，会导致成本上升、驱动装置100大型化。
另一方面，可以考虑以下两种方法作为不使第2电动发电机3的最大转矩增大，而增大EV后退模式下的驱动力的方法。第1方法为，机械性地阻止发动机1的正向旋转之后，将第1电动发电机2的转矩附加在第2电动发电机3上的方法。
图3是示出使用第1方法的EV后退模式的共线图的一例的图。图中，分别用1S、1C、1R表示第1太阳轮11、第1行星架14、第1齿圈12，分别用2S、2C、2R表示第2太阳轮21、第2行星架24、第2齿圈22。分别将车辆前进时和后退时的第2太阳轮21(第2电动发电机3)的旋转方向定义为正方向和反方向，用向上的箭头表示向正方向作用的转矩，用向下的箭头表示向反方向作用的转矩。
在第1方法中，防止发动机1的输出轴1a的反向旋转(反方向的旋转)的单向离合器1b被双向离合器置换。双向离合器构成为能够利用电磁执行器的驱动切换为锁定状态和解锁状态。在不需要增大驱动力的一般行驶时，双向离合器被切换为解锁状态。在解锁状态下，允许发动机1的正向旋转，阻止反向旋转。另一方面，当在EV后退模式下行驶中需要增大驱动力时，通过根据来自控制器4的指令驱动电磁执行器，双向离合器被切换为锁定状态。在锁定状态下，阻止发动机1的正向旋转和反向旋转。
此时，如图3所示，当使制动机构30接合之后，将驱动转矩附加在第1电动发电机2时，第1齿圈12和第2行星架24分别向反方向旋转，来自第1电动发电机2的转矩附加在第2电动发电机3。由此，EV后退模式下的驱动力增大。然而，在第1方法中，双向离合器是必要的，部件数量增加，伴随装置整体的成本上升和重量的增加。
省略了图示，第2方法是在第2动力传递路径72设置行星齿轮机构等转矩增大机构的方法。然而，在第2方法中，也伴随着部件数量的增加所致的装置整体成本的上升和重量的增加。因此，为了抑制部件数量的增加，同时在EV后退模式下能够使驱动力增大，本实施方式如下构成驱动装置100。
图4A、图4B是分别示出利用本实施方式的混合动力车辆的驱动装置100实施EV后退行驶时的共线图的一例的图。特别是图4A是输出增大后退驱动力的要求前的共线图的一例，图4B是输出增大后退驱动力的要求后的共线图的一例。
增大后退驱动力的要求从控制器4输出。例如，在EV后退行驶时，在由车速传感器36检测出的车速为规定值以下且由加速器开度传感器37检测出的加速器开度为规定值以上时，控制器4判定为暂时需要使后退驱动力增大，并输出增大后轮驱动力的要求。作为具体的状况，在后退行驶时，车轮碰撞台阶车速下降，驾驶员想越过台阶而增大了加速踏板的操作量时等，输出增大后轮驱动力的要求。
如图4A所示，在EV后退行驶时，输出增大后轮驱动力的要求前，根据来自控制器4的指令，制动机构30分离且离合器机构40接合。另外，第2电动发电机3向反方向旋转驱动，由此产生使车辆后退的驱动力。此时，第2太阳轮21、第2齿圈22、第2行星架24以及第1齿圈12以与第2电动发电机3相同的转速N2向反方向旋转。另一方面，由单向离合器1b阻止发动机1的反方向的旋转，因此第1行星架14(发动机1)不旋转，而第1太阳轮11和第1电动发电机2以转速N1向正方向旋转。此时，在第1电动发电机2仅流动用于维持该旋转的少量的电流，第1电动发电机2的转矩大致为0。
之后，当输出增大后轮驱动力的要求时，如图4B所示，根据来自控制器4的指令，制动机构30接合且离合器机构40分离，执行从低速挡向高速挡的变速动作(升挡)。换言之，通过所谓的离合器到离合器控制的、实施借助转矩相和惯性相的制动机构30和离合器机构40的接合动作的切换，第2齿圈22停止旋转。一般而言，从低速挡向高速挡切换的过渡状态(变速过渡时)时的惯性相能够使输出轴27产生高转矩。因此，在从低速挡向高速挡切换的过渡时，能够使第2电动发电机3的驱动力暂时增大。
另外，配合惯性相的开始，第1电动发电机2根据来自控制器4的指令向正方向旋转驱动，第1电动发电机2的转速上升到规定的上限转速Nmax，并且随之第1行星架14(发动机1)的转速也从图4B的虚线上升至实线所示。来自该第1电动发电机2的转矩经由第1齿圈12、第2行星架24以及第2太阳轮21附加在第2电动发电机3。由此，能够使第2电动发电机3的驱动力进一步增大。
第1电动发电机2向正方向旋转驱动是在从低速挡向高速挡切换的过渡时。因此，当由转速传感器35检测出的外鼓25的转速达到升挡后的规定转速时，或者当第1电动发电机2的转速达到上限转速Nmax时，第1电动发电机2的转矩返回到大致0。
图5是示出按照预先存储于存储器的程序，在控制器4(主要是变速机构控制用ECU4b和电动发电机控制用ECU4c)的CPU执行的处理的一例，特别是在后退行驶时的驱动力增大处理的一例的流程图。该流程图所示的处理例如当通过驾驶员对变速杆的操作指示后退行驶时开始。
在图5中，首先，在S1(S：处理步骤)，读取来自传感器35～37的信号。接下来，在S2，向电力控制单元5输出控制信号，使第2电动发电机3产生后退方向的驱动转矩，使第2电动发电机3以与由加速器开度传感器37检测出的加速踏板的操作量相对应的反方向的转速旋转。进一步地，在S3，向控制阀8a输出控制信号，使制动机构30分离且使离合器机构40接合，将变速机构70控制在低速挡。此时，发动机1停止运行，如图4A所示，发动机转速由于单向离合器1b的作用变为0。此外，第1电动发电机2伴随着第1齿圈12向反方向旋转而向正方向旋转。此时，控制器4向电力控制单元5输出控制信号，将第1电动发电机2的转矩控制在大致为0，维持第1电动发电机2的旋转。
接下来，在S4，根据来自车速传感器36和加速器开度传感器37的信号，判定是否需要暂时增大后退驱动力。该判定例如、预先存储表示车速和与加速器开度相对应的后退驱动力的增大区域的图，通过判定根据来自车速传感器36和加速器开度传感器37的信号的图上的动作点是否包含在后退驱动力的增大区域来进行的。例如，车速为0，加速器开度为规定值以上时，图上的动作点包括在后退驱动力的增大区域。另外，还可以仅通过判定车速是否在规定值以下且加速器开度是否在规定值以上，来判定是否需要暂时使后退驱动力增大。当S4为肯定(S4：是)时进入S5，否定(S4：否)时返回到S1。
在S5，开始变速机构70的升挡。即，向控制阀8a输出控制信号，使离合器机构40的接合力(离合器转矩)逐渐减小，并在规定时机使制动机构30的接合力(离合器转矩)逐渐增大，进行离合器的交替卡合。接下来，在S6，根据来自转速传感器35的信号，判定是否检测出第2齿圈22的规定的旋转变动，即惯性相是否已开始。当S6(S6：是)时进入S7，为否定(S6：否)时返回到S5。
在S7，向电力控制单元5输出控制信号，使第1电动发电机2的转矩增大至规定值。由此，第1电动发电机2的转矩附加在第2电动发电机3。此时，伴随着第1电动发电机2的转矩的增大，第1电动发电机2的转速上升。接下来，在S8，根据来自对第1电动发电机2的转速进行检测的传感器的信号，判定第1电动发电机2的转速是否上升至上限转速Nmax。另外，上限转速Nmax设定在第2电动发电机3的设计上的容许转速以下。当S8为否定(S8：否)时进入S9，当为肯定(S8：是)时跳过S9进入S10。
在S9，根据来自转速传感器35的信号，判定是否完成了升挡。例如，通过第2齿圈22的转速是否变为0，判定升挡的完成。当S9为肯定(S9：是)时进入S10，当为否定(S9：否)返回到S7。在S10，向电力控制单元5输出控制信号，使第1电动发电机2的驱动转矩减小到维持旋转所需要的值，即减小到大致为0，结束处理。
图6是示出本实施方式的混合动力车辆的驱动装置100的动作的一例的时序图。在图6中，示出制动机构30(BR)和离合器机构40(CL)各自的离合器转矩、第1行星齿轮机构10的第1太阳轮11(1S)、第1齿圈12(1R)以及第1行星架14(1C)各自的转速、第2行星齿轮机构20的第2太阳轮21(2S)、第2齿圈22(2R)以及第2行星架24(2C)各自的转速、第1电动发电机2的转矩(MG1转矩)以及后退驱动力随着时间经过产生的变化。
如图6所示，在时刻t1以前的初期状态下，离合器机构40的离合器转矩为最大且制动机构30的离合器转矩为最小(＝0)，变速机构70切换为低速挡(S3)。在该状态下，第2电动发电机3以转速N2向反方向旋转驱动，产生后退驱动力F1(S2)。此时，第1行星架14的转速、即发动机转速为0，第1齿圈12、第2太阳轮21、第2齿圈22、第2行星架24以相互相同转速(＝N2)向反方向旋转。此外，第1电动发电机2的转矩大致为0，第1电动发电机2在无负载状态下以转速N1向正方向旋转。
在时刻t1，例如车轮与台阶抵接，后退行驶的阻力变大，当为了越过台阶而指示增大后退驱动力的要求时，离合器机构40的离合器转矩逐渐减小，开始升挡动作(S5)。之后，制动机构30的离合器转矩从0开始逐渐增大，在时刻t2，当由转速传感器35检测出第2齿圈22的规定的旋转变动(例如规定值以上的转速上升)时，即开始向惯性相过渡时，第1电动发电机2的驱动转矩增大至规定值T1，第1电动发电机2的转速上升(S7)。
这样，在指示增大后退驱动力的要求时，通过使变速机构70升挡，能够在从低速挡向高速挡切换的过渡状态下的惯性相下，使输出轴27产生高转矩。此外，通过使第1电动发电机2产生驱动转矩，第1电动发电机2的转矩附加在第2电动发电机3。由此，后退驱动力从F1增大至F2，车轮能够容易地越过台阶。
之后在时刻t3，例如当第1电动发电机2的转速达到上限转速Nmax时，第1电动发电机2的转矩再次变为大致0(S8→S10)。由此，后退驱动力减小至原来的值F1。另外，在由转速传感器35检测出完成了升挡时(例如第2齿圈22的转速变为0时)，第1电动发电机2的驱动转矩也大致变为0(S9→S10)。省略图示，之后变速机构70再次从高速挡向低速挡切换，每当输出增大后退驱动力的要求，就实施与上述相同的动作。
采用本实施方式能够起到如下的作用效果。
(1)本实施方式的混合动力车辆的驱动装置100具有：发动机1；第1电动发电机2；第1行星齿轮机构10，其与发动机1的输出轴1a连接，将在发动机1产生的动力向第1电动发电机2和用于向车轴57传递动力的动力传递路径73分配并输出；第2电动发电机3，其夹设在动力传递路径73上；第2行星齿轮机构20，其夹设在第2电动发电机3与第1行星齿轮机构10之间的第1动力传递路径71上；变速机构70，其具有能够接合和分离的制动机构30和离合器机构40，根据接合动作，改变第2行星齿轮机构的输入轴(第2行星架24)的旋转速度与第2行星齿轮机构20的输出轴27的旋转速度的比值，即变速比；以及控制器4，其根据行驶模式对发动机1、第1电动发电机2、第2电动发电机3、变速机构70进行控制(图1)。变速机构70构成为，当制动机构30分离且离合器机构40接合时，成为低速挡的第1变速比α1，另一方面，当制动机构30接合且离合器机构40分离时，成为高速挡的第2变速比α2(<α1)。行驶模式包含使发动机1的驱动停止，利用第2电动发电机3的动力进行后退行驶的EV后退模式。控制器4还构成为，判定在EV后退模式下行驶中，是否有增大驱动力的要求。并且，控制器4对变速机构70进行控制，以使在EV后退模式下行驶中，在判定为有增大驱动力的要求前，使制动机构30分离且使离合器机构40接合，当判定为有增大驱动力的要求时，使制动机构30接合且使离合器机构40分离(图5)。
这样，在EV后退模式下，通过将变速机构70从低速挡向高速挡切换，在开始在该切换的过渡状态下的惯性相时，能够使变速机构70的输出轴27产生大转矩。因此，后退驱动力暂时增大，能够产生第2电动发电机3固有的最大转矩以上的驱动力，车轮能够容易地越过台阶等。因此，不必使第2电动发电机3大型化，能够抑制成本增加和驱动装置100的大型化。另外，在前进行驶时的EV模式下，制动机构30和离合器机构40都断开(图2)，但在EV后退模式下变速机构70预先切换为低速挡。由此，在指示了增大后退驱动力的要求时，能够立即使后退驱动力增大。
(2)控制器4对第1电动发电机2进行控制，以使在EV后退模式下行驶中，当判定为有增大驱动力的要求时，从第1电动发电机2输出的转矩附加在第2电动发电机3。由此，能够通过第1电动发电机2的转矩使后退驱动力进一步增大，能够更可靠地进行台阶的越过。
(3)混合动力车辆的驱动装置100还具有单向离合器1b，该单向离合器1b允许发动机1向一方向(正方向)的旋转，且阻止向相反方向(反方向)的旋转(图1)。由此，在输出增大驱动力的要求前，车辆在EV后退模式下以低速挡行驶时，发动机转速能保持在0(图4A)。因此，能够使输出增大驱动力的要求前的第1电动发电机2的转速N1与上限转速Nmax之差加大，能够容易地使第1电动发电机2产生大转矩。即，当转速N1与上限转速Nmax之差小时，在第1电动发电机2产生了驱动转矩时，第1电动发电机2的转速立刻达到上限转速Nmax，因此，难以使第1电动发电机2产生大转矩。与此相对，通过利用单向离合器1b的作用使发动机转速保持在0，第1电动发电机2的转速增加的余量变大。因此，能够通过简单的结构使第1电动发电机2产生大转矩。
上述实施方式能够变形成各种形式。以下对变形例进行说明。在上述实施方式中，在EV后退模式下从低速挡向高速挡切换的过渡时，当检测到向惯性相的过渡时，使第1电动发电机2输出正方向的驱动转矩，但还可以省略这样的驱动转矩的输出。图7是在从低速挡向高速挡切换的过渡时，在第1电动发电机2不产生大转矩，而MG1转矩保持在大致为0的情况下的动作的一例的时序图。
如图7所示，即使MG1转矩为0，通过变速机构70的升挡，时刻t2以后的后退驱动力增大至规定值F3。只是，在这种情况下，时刻t2的惯性相的开始时，第1电动发电机2(第1太阳轮11)的转速下降，规定值F3比在第1电动发电机2产生驱动转矩T1时的后退驱动力的最大值F2(图6)小。因此，在需要更大的后退驱动力的情况下，优选在升挡时使第1电动发电机2产生大转矩。
在上述实施方式中，在发动机1设置单向离合器1b，将发动机1的最小转速机械地限制为0，但还可以省略单向离合器。这种情况下，能够将在EV后退模式下指示增大后退驱动力的要求前的发动机转速设定为比0小的值。图8是表示这种情况下的动作的一例的时序图。如图8所示，指示增大后退驱动力的要求前的发动机转速为负，在时刻t2的惯性相开始时刻，与图6相同，能够使后退驱动力增大。另外，在这种情况下，初期时刻的第1电动发电机2的转速比N1(图6)低。因此，能够在第1电动发电机2产生比规定值T1大的驱动转矩(在图8的例子中，驱动转矩为T1)，能够使后退驱动力进一步增大。在这种情况下，控制器4通过向第1电动发电机2输出控制信号对第1电动发电机2的驱动进行控制，能够将在EV后退模式下指示增大后退驱动力的要求前的发动机转速设为0以下。
在上述实施方式(图1)中，由第2行星齿轮机构20(行星齿轮机构)、制动机构30、离合器机构40构成了变速机构70，但变速机构的构成不限于此。变速机构可以具有一对制动机构或者具有一对离合器机构，而不是分别具有一个制动机构和一个离合器机构。在上述实施方式(图1)中，通过第1行星齿轮机构10将在作为内燃机的发动机1产生的动力向第1电动发电机2和动力传递路径73分配并输出，但动力分配机构的构成不限于此。
在上述实施方式(图1)中，以板31和盘32通过液压的推压力而接合的方式构成了制动机构30，但还可以利用弹簧的作用力使板31和盘32接合，并利用液压力解除接合。离合器机构40也同样能够构成为，利用弹簧的作用力使板41和盘42接合，并利用液压力解除接合。在制动机构30和离合器机构40使用了湿式多片式的接合元件，但还能够使用带式制动器、卡爪等其他形式的接合元件。即，第1接合机构和第2接合机构的构成不限于以上所述。
在上述实施方式中，通过作为控制部的控制器4对制动机构30和离合器机构40的动作进行控制，实现EV模式、W马达模式、串联模式、HV模式(HV低模式、HV高模式)、EV后退模式等，但还可以实现其他的行驶模式。在上述实施方式中，基于来自转速传感器35的信号，检测将变速比由第1变速比α1变更为第2变速比α2的变速过渡时的惯性相的开始，但检测部的构成并不限于此。在上述实施方式中，基于来自作为对车速进行检测的车速检测部的车速传感器36和作为对要求驱动力进行检测的要求驱动力检测部的加速器开度传感器37的信号，控制器4判定是否有增大驱动力的要求，但判定部的构成不限于此。
既能够任意组合上述实施方式和变形例的一个或者多个，也能够将变形例彼此组合。
采用本发明，能够通过简单的结构，使在EV模式下进行后退行驶时的驱动力增大。
以上就本发明的优选实施方式进行了说明，本领域技术人员应理解为能够不脱离后述权利要求书的公开范围地进行各种修改和变更。

Claims (8)

1.一种混合动力车辆的驱动装置，其特征在于，具有：
内燃机(1)；
第1电动发电机(2)；
动力分配机构(10)，其与所述内燃机(1)的输出轴(1a)连接，将在所述内燃机(1)产生的动力向所述第1电动发电机(2)和用于向车轴(57)传递动力的动力传递路径(73)分配并输出；
第2电动发电机(3)，其夹设在所述动力传递路径(73)上；
行星齿轮机构(20)，其夹设在所述第2电动发电机(3)与所述动力分配机构(10)之间的所述动力传递路径(71)上；
变速机构(70)，其具有能够接合和分离的第1接合机构(30)和能够接合和分离的第2接合机构(40)，根据所述第1接合机构(30)和所述第2接合机构(40)的动作，变更作为所述行星齿轮机构(20)的输入轴(24)的旋转速度与所述行星齿轮机构(20)的输出轴(27)的旋转速度的比值的变速比；以及
控制部(4)，其根据行驶模式对所述内燃机(1)、所述第1电动发电机(2)、所述第2电动发电机(3)、所述变速机构(70)进行控制，
所述变速机构(70)构成为，当所述第1接合机构(30)分离且所述第2接合机构(40)接合时，成为第1变速比(α1)，另一方面，当所述第1接合机构(30)接合且所述第2接合机构(40)分离时，成为比所述第1变速比(α1)小的第2变速比(α2)，
所述行驶模式包括使所述内燃机(1)的驱动停止，利用所述第2电动发电机(3)的动力进行后退行驶的EV后退模式，
所述控制部(4)具有判定在所述EV后退模式下行驶中是否有增大驱动力的要求的判定部，所述控制部(4)对所述变速机构(70)进行控制，以使在所述EV后退模式下行驶中，当由所述判定部判定为有增大驱动力的要求前，使所述第1接合机构(30)分离且使所述第2接合机构(40)接合，当由所述判定部判定为有增大驱动力的要求时，使所述第1接合机构(30)接合且使所述第2接合机构(40)分离。
2.根据权利要求1所述的混合动力车辆的驱动装置，其特征在于，
所述控制部(4)对所述第1电动发电机(2)进行控制，以使在所述EV后退模式下行驶中，当由所述判定部判定为有增大驱动力的要求时，从所述第1电动发电机(2)输出的转矩附加在所述第2电动发电机(3)。
3.根据权利要求2所述的混合动力车辆的驱动装置，其特征在于，
所述第1接合机构(30)为在接合时对所述行星齿轮机构(20)的齿圈(25)实施制动，而在分离时实施非制动的制动机构，所述第2接合机构(40)为在接合时使所述行星齿轮机构(20)的太阳轮(21)和所述齿圈(25)结合，而在分离时使它们断开的离合器机构。
4.根据权利要求2或3所述的混合动力车辆的驱动装置，其特征在于，
还具有检测部(35)，所述检测部(35)检测将所述变速比由所述第1变速比变更为所述第2变速比的变速过渡时的惯性相的开始，
所述控制部(4)对所述第1电动发电机(2)进行控制，以使在所述EV后退模式下行驶中，在由所述判定部判定为有增大驱动力的要求后，当由所述检测部(35)检测出惯性相的开始时，从所述第1电动发电机(2)输出的转矩附加在所述第2电动发电机(3)。
5.根据权利要求1～4中任一项所述的混合动力车辆的驱动装置，其特征在于，
还具有单向离合器(1b)，所述单向离合器(1b)允许所述内燃机(1)的向一个方向的旋转，且阻止向相反方向的旋转。
6.根据权利要求1～4中任一项所述的混合动力车辆的驱动装置，其特征在于，
所述控制部(4)对所述第1电动发电机(2)进行控制，以使在所述EV后退模式下行驶中，在由所述判定部判定为有增大驱动力的要求前，所述内燃机(1)的转速成为0以下。
7.根据权利要求1～6中任一项所述的混合动力车辆的驱动装置，其特征在于，还具有：
车速检测部(36)，其对车速进行检测；
要求驱动力检测部(37)，其对要求驱动力进行检测，
所述判定部根据由所述车速检测部(36)检测出的车速和由所述要求驱动力检测部(37)检测出的要求驱动力，判定是否有增大驱动力的要求。
8.一种混合动力车辆的驱动方法，其特征在于，
所述混合动力车辆具有：
内燃机(1)；
第1电动发电机(2)；
动力分配机构(10)，其与所述内燃机(1)的输出轴(1a)连接，将在所述内燃机(1)产生的动力向所述第1电动发电机(2)和用于向车轴(57)传递动力的动力传递路径(73)分配并输出；
第2电动发电机(3)，其夹设在所述动力传递路径(73)上；
行星齿轮机构(20)，其夹设在所述第2电动发电机(3)与所述动力分配机构(10)之间的所述动力传递路径(71)上；
变速机构(70)，其具有能够接合和分离的第1接合机构(30)和能够接合和分离的第2接合机构(40)，根据所述第1接合机构(30)和所述第2接合机构(40)动作，改变作为所述行星齿轮机构(20)的输入轴(24)的旋转速度与所述行星齿轮机构(20)的输出轴(27)的旋转速度的比值的变速比，并构成为，当所述第1接合机构(30)分离且所述第2接合机构(40)接合时，成为第1变速比(α1)，另一方面，当所述第1接合机构(30)接合且所述第2接合机构(40)分离时，成为比所述第1变速比(α1)小的第2变速比(α2)，
所述驱动方法，包括以下步骤：
根据行驶模式对所述内燃机(1)、所述第1电动发电机(2)、所述第2电动发电机(3)、所述变速机构(70)进行控制；
使所述内燃机(1)的驱动停止，在作为利用所述第2电动发电机(3)的动力进行后退行驶的行驶模式的EV后退模式下行驶中，判定是否有增大驱动力的要求；
所述控制包括对所述变速机构(70)进行控制，以使在所述EV后退模式下行驶中，当判定为有增大驱动力的要求前，使所述第1接合机构(30)分离且使所述第2接合机构(40)接合，当由所述判定部判定为有增大驱动力的要求时，使所述第1接合机构(30)接合且使所述第2接合机构(40)分离。
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