JP2004245154A - Power output device, its control method, and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operation environment comfortable for a user, by reducing the number of occurrence of vibrations or the like caused by shift between two kinds of power sources or changing shifts in a transmission, in a power output device provided with two kinds of the power sources and the transmission. <P>SOLUTION: The power output device comprises: the transmission connected or disconnected to an engine through a clutch; a driving shaft to which rotating power is transmitted through the transmission; and a motor connected to the transmission to drive the driving shaft. The driving shaft is driven by a first mode or second mode where the driving shaft is driven by the engine or motor, and by a third mode where the driving shaft is driven by the engine and motor. A control means controls the engine, motor, and transmission so as to perform transmission operation in the transmission simultaneously with at least one mode shift operation out of shift operations among the first mode, second mode, and third mode. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention belongs to the technical field of a power output device including two types of power sources such as an engine and a motor, a control method thereof, and a vehicle equipped with the power output device.
[0002]
[Background Art]
2. Description of the Related Art Conventionally, a hybrid power output device suitably mounted on a so-called hybrid vehicle has been developed. A hybrid power output device of this type typically includes an engine, a motor generator device, a clutch, a transmission, a drive shaft, and the like. Among them, the motor generator device is used as a generator for charging a battery or as a motor supplied with power from a battery depending on an operation state required for the power output device. In addition, the transmission is used to perform a shift when transmitting an output of an engine or a motor generator to a drive shaft. The transmission is specifically disclosed in, for example, Patent Document 1. As described above, a fully-automatic synchronous mesh transmission or the like is used. It should be noted that the motor generator device described above may be used by being connected to such a transmission.
[0003]
In such a hybrid power output device, the engine may be intermittently operated. Here, the “intermittent operation” means that an operation is performed such that after a certain operation period, there is a pause period for a while, and then the operation period is started again. This is because in the hybrid power output device, it is not necessary to keep the engine running at all times, as the vehicle can be driven by the cooperation of the engine and the motor generator device as described above. . In this case, during the suspension period, no fuel is consumed in the engine and no exhaust gas is discharged from the engine, so that the fuel consumption is reduced or the concentration of harmful substances in the exhaust gas is reduced. A remarkable effect can be obtained. It should be noted that the case where the suspension of the engine is permitted is specifically determined based on, for example, the degree of accelerator opening, the state of charge of the battery, and the like.
[0004]
[Patent Document 1]
JP-A-11-141665
[0005]
[Problems to be solved by the invention]
However, the power output device as described above has the following problems. That is, in the intermittent operation, when shifting from a state in which the engine is stopped and the output is performed only by the motor generator device to a state in which the engine output is used, it is necessary to start the engine. At this time, there is a possibility that the user may feel uncomfortable, such as vibration accompanying the start. In addition, there is known a transmission in which automatic transmission is performed in accordance with an operation state required of a power output device. For example, when the power output device is mounted on a vehicle or the like, when a user of the vehicle depresses the accelerator relatively large, a shift change operation is automatically performed to obtain a larger torque. In this case, the user may feel uncomfortable such as vibration caused by the shift change operation.
[0006]
Then, in such a power output device, at the time of transition from the operation state using only the motor to the operation state using the engine, and further, both at the time of the above-mentioned shift change, vibration and the like are generated, and for the user, It is relatively likely to give a sense of discomfort relatively frequently.
[0007]
The present invention has been made in view of the above problems, and is a power output device having two types of power sources, such as a motor and an engine, and having a transmission, wherein switching between the two types of power sources is performed. Another object of the present invention is to provide a power output device capable of providing a user with a comfortable operation environment by reducing the occurrence of vibration or the like due to a shift change in a transmission, and a control method thereof. It is another object of the present invention to provide a vehicle including such a power output device.
[0008]
[Means for Solving the Problems]
In order to solve the above-described problems, a power output device of the present invention includes a first drive source that outputs rotational power, a transmission that is connected or disconnected from the first drive source via a clutch, And a second drive source connected to the transmission such that the drive shaft is drivable, the drive shaft being connected to the first drive source. Alternatively, a first or second mode in which the drive shaft is driven only by the second drive source, and a third mode in which the drive shaft is driven by the first drive source and the second drive source Driven to simultaneously perform a shift operation in the transmission and at least one mode switching operation among the first mode, the second mode, and the mutual mode switching operation among the third modes, The first drive source, the second drive And a control means for controlling the transmission.
[0009]
According to the power output device of the present invention, the output of the first drive source composed of, for example, an engine of an ignition combustion type, a self-ignition combustion type, or the like is transmitted in the order of the clutch, the transmission, and the drive shaft. Here, the “clutch” includes, for example, a wet multi-plate hydraulic friction engagement device that is frictionally engaged by a hydraulic actuator, and the “transmission device” includes a stepped gear such as a planetary gear type or a two-shaft meshing type. Transmissions and the like are included. This makes it possible to extract the power generated by the first drive source to the outside (appropriate elements may be connected following the drive shaft).
[0010]
Further, the power output device of the present invention includes the second drive source connected to the transmission so that the drive shaft can be driven. By providing the second drive source and the first drive source, the drive shaft according to the present invention has an output of only the first drive source, an output of only the second drive source, or The outputs of both the first drive source and the second drive source can be transmitted, and the drive shaft can be driven by these three types. In the present invention, such three types of driving methods are named a first mode, a second mode, and a third mode, respectively, in the order described above.
[0011]
And especially in this invention, the said 1st mode, the said 2nd mode, and at least one of the mutual switching between the said 3rd modes, and the said speed change operation | movement in the said transmission are simultaneously implemented. Control means for controlling the first drive source, the second drive source, and the transmission is provided.
[0012]
For example, when a shift operation in the transmission is performed by a user's accelerator work or the like, that is, when a shift change is performed, switching from one of the various modes to another one as long as the conditions are satisfied. Will be done at the same time. More specifically, the above-mentioned "shift change" means downshifting (for example, a shift operation from the fourth speed to the second speed when the transmission is a five-speed shift, and the like). "From one to another" means that the drive shaft is driven by a second drive source such as a motor (second mode) to drive the drive shaft by a first drive source such as an engine (second mode). 1 mode). Of course, various other combinations are conceivable.
[0013]
In any case, in this case, in the present invention, the opportunity of occurrence of vibration or the like due to the mode switching and the opportunity of occurrence of vibration or the like due to the shift change are made simultaneous. In other words, originally, the user must experience uncomfortable feeling twice because the occurrence of vibrations due to mode switching and the occurrence of vibrations due to shift change occur at different occasions. This means that you only have to experience this once.
[0014]
As described above, according to the present invention, it is possible to provide the user with a more comfortable operation environment by reducing the chance of giving the user a feeling of strangeness such as vibration.
[0015]
Note that, as described above, the present invention is characterized in that control is performed such that the timing of mode switching and the timing of shift change of the transmission are performed at the same time. However, the mode switching is not necessarily performed, and conversely, the mode switching does not necessarily mean that the shift change is performed. That is, the present invention includes, for example, a mode in which mode switching is simultaneously performed at some but not all timings of the shift change performed many times. Even in such a case, the same operation as described above occurs at the several timings, and a suitable effect can be obtained.
[0016]
In one aspect of the power output device of the present invention, the control unit controls the transmission so that the speed change operation is automatically performed in accordance with an operation state of the power output device.
[0017]
According to this aspect, the shift operation is automatically performed, and the user can be released from the shift operation. According to this aspect, the mode switching operation is simultaneously performed in response to the automatic shifting operation. In this case, if the speed change operation and the mode switching operation are performed at separate occasions, in addition to the fact that the chance of occurrence of vibration or the like is increased, neither of them is based on the user's will. Since it is executed, it can be said that the degree of discomfort felt by the user becomes more remarkable. However, in this aspect, both the shift operation and the mode switching operation are performed at the same time, and the opportunity for giving the user a sense of discomfort is reduced, so that the above-described problem does not need to be caused. It is.
[0018]
Note that the “operation state of the power output device” in this aspect is, specifically, an amount of depression of an accelerator pedal described later, an opening thereof, or an operation speed, a rotation speed of a drive shaft, When the power output device is mounted on a vehicle or the like, the speed of the vehicle or the like may correspond.
[0019]
In another aspect of the power output apparatus of the present invention, the power output apparatus further includes an accelerator pedal for adjusting a degree of output on the drive shaft, and the control unit controls the speed change operation based on an operation amount of the accelerator pedal. The transmission is controlled to execute automatically.
[0020]
According to this aspect, the shift operation is automatically performed based on the operation amount of the accelerator pedal. For example, when the accelerator pedal is suddenly depressed or the like, a downshift as an example of a shift operation may be executed in the transmission to output a larger torque.
[0021]
In another aspect of the power output device of the present invention, the control unit controls the first drive source, the second drive source and the second drive source to execute the mode switching operation based on a shift position in the transmission. Control the transmission.
[0022]
In this aspect, firstly, the "shift position" means, for example, when the transmission is a stepped transmission having five forward gears and one reverse gear provided with a plurality of gears or the like, and when the transmission is one of them, One state (for example, “three forward steps”) or the state itself. Then, in this aspect, the mode switching operation is performed based on the shift position that can take each of these different states. For example, as described above, when the speed change operation is automatically performed and the mode change operation is performed accordingly, the mode change operation is performed before the speed change operation is performed in the transmission. Alternatively, it is executed in accordance with the shift position taken after the shift. Here, “executed according to the shift position” includes a case where the mode switching operation is not executed for a specific shift position.
[0023]
According to such an aspect, the simultaneous execution of the shift operation and the mode switching operation according to the present invention can be performed more suitably and easily according to the difference in the shift position. Further, according to this aspect, it becomes easy to take the timing of performing both operations at the same time.
[0024]
In this aspect, the vehicle further includes an accelerator pedal for adjusting a degree of output on the drive shaft, and an operation amount of the accelerator pedal for executing the mode switching operation corresponds to each of the shift positions. And the control unit controls the first drive source, the second drive source, and the transmission so that the mode switching operation is automatically performed based on an operation amount of the accelerator pedal. You may make it control.
[0025]
According to such a configuration, the mode switching operation is performed based on the operation amount of the accelerator pedal, and the operation amount of the accelerator pedal is determined corresponding to each shift position in the transmission. For example, when the shift position is “a1”, the mode switching operation is performed when the operation amount is “p1”, and when the former is “a2”, the latter is “p2” (where a2 When {a1, p2 ≠ p1), the mode switching operation is performed. According to this, even if the operation amount of the accelerator pedal is the same, the meaning is different depending on the shift position (for example, if the shift position is a lower speed position, a larger torque is generated, On the other hand, a smaller torque is generated, etc.), so that the control of simultaneously executing the mode switching operation and the shift operation according to the present invention can be performed more suitably and more easily.
[0026]
Specifically, for example, at this time, the drive shaft of the power output device is currently driven in the second mode (that is, using only the second drive source), and the shift position is set to a lower speed. When the transmission is in the position, the mode switching operation is executed even when the operation amount of the accelerator pedal is smaller than when the transmission is in the higher speed position (that is, in the first mode or the third mode). Control) can be performed. From another viewpoint, this is the same case as above, and when the transmission is at a higher speed position, the mode switching operation is not executed even if the operation amount of the accelerator pedal is the same as in the above case. Means
[0027]
As described above, according to this aspect, the simultaneous execution of the shift operation and the mode switching operation according to the present invention is more preferably and more easily performed according to the difference in the meaning of the operation amount of the accelerator pedal based on the difference in the shift position. Can be done. Further, according to the present aspect, the timing of simultaneously performing both operations is more easily taken than in the above case.
[0028]
In this configuration, when the shift position is a lower speed position, the control unit executes the mode switching operation when the operation amount of the accelerator pedal is smaller, and the shift position is a higher speed position. Then, the first drive source, the second drive source, and the transmission may be controlled so as to execute the mode switching operation when the operation amount of the accelerator pedal is larger. Good.
[0029]
According to such a configuration, more specific rules are set for the shift position and the operation amount of the accelerator pedal. That is, for example, assuming that the transmission is a stepped transmission having five forward steps and one reverse step, if the shift position is “3 steps”, the mode is switched when the operation amount is “p3”. When the operation is performed and the shift position is “fourth step”, the mode switching operation is performed when the operation amount is “p4” (p3 <p4).
[0030]
More specifically, for example, it is assumed that the maximum output that can be output from the first drive source is greater than that of the second drive source, and in such a case, the drive shaft Is driven in the second mode, and assuming a case where the accelerator pedal at a certain position is depressed in order to perform acceleration from that time, the speed in the case where the shift position is “three steps” is Even if the depression amount (an example of “operation amount”) is smaller than the depression amount in the case of “5 steps”, the mode switching operation to a mode other than the second mode is executed. .
[0031]
Conversely, in the above case, furthermore, the accelerator pedal at a certain position is returned in the case where the drive shaft is currently driven in the first mode and in order to further reduce the speed. Assuming the case, the return amount of the accelerator pedal (an example of the “operation amount”) when the shift position is “3 steps” is not larger than the same return amount when the shift position is “5 steps”. The mode switching operation to a mode other than the mode is not executed.
[0032]
According to these, in any case, it becomes easy to match the timing of the shift operation such as downshift or upshift with the timing of each mode switching operation.
[0033]
Note that “slower” and “faster” or “smaller” and “greater” in this aspect are relative meanings in which the magnitude is determined in relation to one of the other. have. Therefore, when the transmission has five forward gears as described above, the operation amount for executing the mode switching operation in the order of first gear, second gear, third gear, fourth gear, and fifth gear is gradually increased. It means that it gets bigger.
[0034]
In the mode of the power output device of the present invention, in the mode in which the mode switching operation is executed based on the operation amount of the accelerator pedal, the mode is switched from the second mode to the first mode or the third mode and the mode is switched. The operation amount of the accelerator pedal for executing the mode switching operation may be set to be different for each reverse switching.
[0035]
According to such a configuration, for example, when the accelerator operation is performed such that the accelerator pedal is returned immediately after the accelerator pedal is depressed, the displacement of the depression amount and the return amount causes the operation amount of the accelerator pedal to be reduced. It is possible to prevent the determined threshold value relating to the mode switching operation from being straddled twice in a short time. According to this, after switching from the second mode to the first mode or the third mode, it is possible to prevent occurrence of a situation in which the reverse switching is performed immediately. Thus, more stable operation of the power output device is enabled.
[0036]
In another aspect of the power output device of the present invention, the first drive source includes an engine, and the second drive source includes a motor generator device.
[0037]
According to this aspect, the first drive source includes an engine such as a direct injection type gasoline engine or a diesel engine, and the second drive source includes a motor generator device. Here, the motor generator device may include a generator (generator) in addition to the motor (electric motor), or may include a motor generator having both functions. With such a configuration, in the present embodiment, any one of a state in which power is transmitted to the drive shaft by the engine alone, the motor generator device alone, or both of them can be realized.
[0038]
According to this aspect, the mode switching operation from one of these three modes to the other one and the speed change operation in the transmission are simultaneously performed. Therefore, according to the present embodiment, the same operation and effect as those described above can be obtained. Further, in this aspect, in particular, the state where the drive shaft is driven only by the motor generator device (second mode), the state where the drive shaft is driven only by the engine (first mode), or the motor generator device and the engine When the state shifts to a state in which the drive shaft is driven (third mode), the engine must be started or restarted with relatively large vibrations or the like. In other words, in this case, there is a possibility that the user will feel greater discomfort. However, according to this aspect, the opportunity of occurrence of such vibrations and the like can be made to coincide with the opportunity of occurrence of vibrations and the like caused by the shift operation in the transmission, so that the opportunity for giving the user a sense of discomfort is reduced. The advantage described above can be more effectively enjoyed. In short, this aspect provides one of the most preferable configurations of the power output device according to the present invention.
[0039]
In order to solve the above problems, a control method for a power output device according to the present invention includes a first drive source that outputs rotational power, a transmission that is connected or disconnected from the first drive source via a clutch, A method for controlling a power output device, comprising: a drive shaft to which the rotational power is transmitted via a transmission, and a power output device including a second drive source connected to the transmission so as to drive the drive shaft. A speed change step for automatically performing a speed change operation in the transmission in accordance with an operation state of the power output apparatus; and only the first drive source or the second drive source in conjunction with the speed change step. A first mode or a second mode for driving the drive shaft, and a third mode for driving the drive shaft with the first drive source and the second drive source. At least one mode switching operation And a mode switching step of performing preparative simultaneously.
[0040]
According to the power output device control method of the present invention, the above-described power output device of the present invention can be suitably operated.
[0041]
Note that, as described above with respect to the power output device of the present invention, the control method of the present invention may include a step in which the shift operation and the mode switching operation are performed independently of each other.
[0042]
In order to solve the above-mentioned problems, a vehicle according to the present invention includes a power output device according to the present invention (including various aspects thereof), a vehicle body on which the power output device is mounted, and a vehicle body including the power output device. And wheels driven by a driving force output via the driving shaft.
[0043]
According to the vehicle of the present invention, the power output device of the present invention is provided. A more comfortable driving environment can be provided by reducing the chance of giving the user an uncomfortable feeling such as a vibration without generating any unnecessary time.
[0044]
The operation and other advantages of the present invention will become more apparent from the embodiments explained below.
[0045]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0046]
(Direct injection gasoline engine)
FIG. 1 is a diagram illustrating a configuration example of an engine 150 and its peripheral devices and the like that constitute a power output device according to an embodiment of the present invention.
[0047]
Engine 150 is a so-called direct injection gasoline engine that directly injects fuel into a fuel chamber, as shown in FIG. The engine 150 includes a cylinder block (not shown), a cylinder arranged inside the cylinder block, and a piston arranged slidably inside the cylinder.
[0048]
The piston is connected to a crankshaft (not shown in FIG. 1), and a flywheel is connected to the crankshaft (see reference numerals “151” and “FW” in FIG. 2, respectively). A ring gear is provided on the outer periphery of the flywheel. As shown in FIG. 2, a pinion gear attached to the starter motor SM is meshed with the ring gear. At the time of normal startup of the engine 150, the power generated by the rotation of the starter motor SM is transmitted to the flywheel FW and the crankshaft 151 via the pinion gear and the ring gear, so that the engine 150 You will be cranked. The transmission 160 shown in FIG. 1 is connected to the crankshaft of the engine 150. This will be described later in detail with reference to FIG.
[0049]
A combustion chamber 20 is formed in a space inside the cylinder and facing the top surface of the piston. In the combustion chamber 20, the injection port of the fuel injection valve 22 is exposed. During operation of the engine 150, fuel is pumped from the fuel pump (not shown) to the fuel injection valve 22. An ignition plug (not shown) is provided in the combustion chamber 20. By igniting the ignition plug, an explosion occurs in the combustion chamber 20 and power is transmitted to a piston in a cylinder.
[0050]
In addition to the above, an exhaust manifold 30 communicates with the combustion chamber 20 via an exhaust valve (not shown). An exhaust pipe 31 is connected to the exhaust manifold 30 via a turbocharger 39. In the middle of the exhaust pipe 31, an exhaust gas purifying device 35 including, for example, a PM (exhaust particulate) filter is provided. The PM filter is a seamless tubular filter (liquid microfiltration filter) obtained by sintering stainless steel powder. The exhaust gas purification device 35 is provided with a temperature sensor 35T.
[0051]
On the other hand, each branch pipe of the intake manifold 32 communicates with the combustion chamber 20 via an intake valve (not shown). An intake pipe 33 is connected to the intake manifold 32 via an intercooler 39C. In the intake manifold 32, a throttle valve 32V is provided.
[0052]
As devices related to both the exhaust system and the intake system, the engine 150 is provided with a turbocharger 39 and an exhaust gas recirculation (EGR) device 38.
[0053]
First, the turbocharger 39 includes, for example, a turbine and a compressor (both are not shown). When the turbine is rotated by the energy of the exhaust gas flowing in the exhaust manifold 30, the compressor transfers the power of the turbine to a shaft. Is to be received through. This makes it possible to compress the air in the intake pipe 33 and supply the compressed air to the combustion chamber 20 side. That is, the turbocharger 39 has a function of controlling the amount of intake air to the combustion chamber 20. Incidentally, in the air suction direction of the intake pipe 33, an intercooler 39C is provided between the turbocharger 39 and the throttle valve 32V. The purpose is to cool the air. In addition, as the turbocharger 39, a so-called variable displacement type turbocharger that can control the discharge amount corresponding to the rotation speed of the compressor may be used.
[0054]
On the other hand, an exhaust gas recirculation device 38 controls a flow rate of gas that is provided in the middle of the pipe 38 and connects the exhaust manifold 30 and the intake manifold 32 and that is returned from the exhaust manifold 30 to the intake manifold 32. And an EGR valve 38V. Thereby, a part of the gas discharged from the combustion chamber 20 to the exhaust manifold 30 can be returned to the intake system. According to this, the combustion temperature in the combustion chamber 20 decreases, and the generation of nitrogen oxides and the generation of exhaust particulates due to an increase in the amount of intake air can be suppressed.
[0055]
Various mechanical elements including the engine 150 described above are controlled by the control device 170. The control device 170 is a one-chip microcomputer having a CPU, a ROM, a RAM, and the like therein, and the CPU executes control of a fuel injection amount, a rotation speed, and the like of the engine 150 according to a program recorded in the ROM. Although not shown in the drawings, various sensors indicating the operating state of the engine 150 are connected to the control device 170 to enable these controls.
[0056]
Specifically, it is as follows. For example, the throttle valve 32V of the above elements is connected to a throttle motor (not shown), and the throttle motor is connected to the control device 170 and is under its control. Accordingly, the throttle motor changes the opening of the throttle valve 32V according to the control signal supplied from the control device 170. Note that a throttle opening sensor (not shown) may be provided near the throttle valve 32V, and an electric signal corresponding to the opening of the throttle valve 32V generated by the sensor may be output to the control device 170. . The fuel injection valve 22 and the fuel pump are also connected to and under the control of the controller 170. Thereby, the fuel pump pumps fuel to the fuel injection valve 22 side according to the control signal supplied from the control device 170. The fuel injection valve 22 injects fuel into the combustion chamber 20 according to a control signal supplied from the control device 170.
[0057]
In addition to the above, the turbocharger 39, the exhaust gas recirculation device 38, and the like are also connected to the control device 170, and under the control thereof, the supercharging pressure, the amount of recirculated exhaust gas, and the like can be appropriately adjusted. I have.
[0058]
On the other hand, an ignition switch 76 (hereinafter, referred to as an “IG switch 76”) is connected to the control device 170 in addition to the various mechanical elements described above. Control device 170 detects the on / off state of IG switch 76 based on the output signal of IG switch 76. When the IG switch 76 is changed from the on state to the off state, fuel injection and the like by the fuel injection valve 22 are stopped, and the operation of the engine 150 is stopped. Further, an accelerator opening sensor 80 provided near the accelerator pedal 78 is connected to the control device 170. The accelerator opening sensor 80 outputs an electric signal corresponding to the depression amount of the accelerator pedal 78 to the control device 170.
[0059]
(Transmission device)
FIG. 2 is a diagram showing a configuration example of the transmission 160 shown in FIG. 2, engine 150 is connected to crankshaft 151 via flywheel FW. A starter motor SM is connected to the flywheel FW via a pinion gear. Starter motor SM is mainly used when engine 150 is started.
[0060]
The crankshaft 151 is connected to an input shaft 152 via a clutch C. The input shaft 152 is provided with input gears 1IN to 5IN (hereinafter, referred to as “first speed input gear 1IN”) of each speed from a first speed to a fifth speed around the shaft, and a reverse gear. An input gear RIN is provided. Among them, the third-speed input gear 3IN, the fourth-speed input gear 4IN, and the fifth-speed input gear 5IN are provided so as to relatively freely rotate in relation to the input shaft 152. A sleeve S1 is provided between the third-speed input gear 3IN and the fourth-speed input gear 4IN, and a sleeve S2 is provided for the fifth-speed input gear 5IN so as to correspond thereto. The sleeve S1 can connect the third-speed or fourth-speed input gear 3IN or 4IN to the input shaft 152 by moving in the left or right direction in the drawing. Similarly to the sleeve S1, the sleeve S5 can connect the fifth speed input gear 5IN and the input shaft 152 by moving to the right in the drawing. A synchronizing device (not shown) is provided between each of the sleeves S1 and S2 and each of the third- to fifth-speed input gears 3IN to 5IN that can be connected to the sleeves S1 and S2 so that engagement between the two can be performed smoothly. Have been.
[0061]
On the other hand, on the output shaft 153, output gears 1OUT to 5OUT and ROUT of each speed corresponding to the input gears 1IN to 5IN of each of the above-mentioned speeds around the shaft are referred to as "first speed output gear 1OUT". Etc.) are provided. Among them, the first-speed output gear 1OUT, the second-speed output gear 2OUT, and the third-speed output gear 3OUT are provided so as to be relatively freely rotatable in relation to the output shaft 153. A sleeve S3 is provided between the first speed output gear 1OUT and the second speed output gear 2OUT, and a sleeve S4 is provided corresponding to the third speed output gear 3OUT. Both sleeves S3 and S4 perform substantially the same functions as the sleeves S1 and S2. That is, the sleeve S3 is configured to be movable so as to connect the output shaft 153 to the first-speed output gear 1OUT or the second-speed output gear 2OUT, and the sleeve S4 is configured to move the output shaft 153 and the third-speed output gear 3OUT. And is configured to be movable so as to be connected. However, the sleeve S3 has an effect of connecting the output shaft 153 and the reverse-stage output gear ROUT between the first-speed output gear 1OUT and the second-speed output gear 2OUT and at the center position in the figure, and performs the reverse-stage input gear. Power transmission from the RIN to the output shaft 153 is enabled. In addition, between each of the sleeves S3 and S4, and the first- to third-speed output gears 1OUT to 3OUT and the reverse-stage output gear ROUT that can be connected to the sleeves S3 and S4, respectively, so that the two mesh smoothly. A synchronization device (not shown) is provided.
[0062]
Further, a motor generator MG is connected to the third speed output gear 3OUT via a gear MGG. Battery V is connected to motor generator MG. As a result, the motor generator MG supplied with power from the battery V functions as an electric motor so that power is transmitted to the output shaft 153 via, for example, the gear MGG, the third-speed output gear 3OUT, and the sleeve S4. (Powering operation). Conversely, when the motor generator MG is rotated by receiving the force from the wheels TF1 and TF2 and the like in a reverse order to the above, the motor generator MG functions as a generator to charge the battery V. (Regeneration operation).
[0063]
The powering operation in the present embodiment, that is, the output of power from the motor generator MG to the output shaft 153 is performed via the speed input gears 1IN to 5IN and the output gears 1OUT to 5OUT as shown in FIG. I am getting it. For example, assuming that the sleeves S4 and S3 are in the neutral state, the sleeve S1 is moving to the third speed input gear 3IN, and the sleeve S2 is moving to the fifth speed output gear 5OUT, the motor generator MG The output is transmitted as a gear MGG, a third-speed output gear 3OUT, a third-speed input gear 3IN, a sleeve S1, an input shaft 152, a sleeve S2, a fifth-speed input gear 5IN, a fifth-speed output gear 5OUT, and an output shaft 153. That is, the fifth speed drive using the motor generator MG is enabled. Others can be similarly considered.
[0064]
A differential gear (hereinafter abbreviated as “DEF”) 154 is provided at one end of the output shaft 153 having such a configuration, and the DEF 154 is connected to wheels not shown in FIG.
[0065]
The transmission 160 having the above configuration typically operates as follows. The operation of the transmission 160 is performed by the control device 170 shown in FIG.
[0066]
Now, for example, the operation of the transmission 160 at the time of shifting from the first speed to the second speed using the engine 150 as a power source will be described. First, in the first speed traveling stage, the sleeve S3 is moving rightward in the drawing so as to connect the first speed output gear 1OUT to the output shaft 153. On the other hand, the remaining sleeves S3 to S5 are all kept in a neutral state, and power is not transmitted from the second to fifth speed input gears 2IN to 5IN to the output shaft 153. Thus, the output from the engine 150 is transmitted to the DEF 154 via the clutch C, the input shaft 152, the first-speed input gear 1IN, the first-speed output gear 1OUT, the sleeve S1, and the output shaft 153.
[0067]
Subsequently, when shifting to the second speed from this state, the clutch C is disconnected once, and then the sleeve S3 is connected to the second speed output gear 2OUT from the state connected to the first speed output gear 1OUT. Change to state. Thereafter, when the clutch C is re-engaged, the output from the engine 150 is transmitted via the clutch C via the input shaft 152, the second speed input gear 2IN, the high speed output gear 2OUT, the sleeve S1, and the output shaft 153. It is transmitted to DEF 154.
[0068]
Even after the third speed running, a similar shift operation can be realized by appropriately moving the sleeves S1 to S4.
[0069]
Note that the above-described shift operation is controlled by the control device 170 shown in FIG. In this case, when the control device 170 actually performs the shift operation, there are both a case where the shift operation is performed based on a user's command (semi-automatic type) and a case where the control operation is automatically performed (fully automatic type). In the embodiment, the latter case is assumed.
[0070]
Further, in the power output device of the present embodiment, as described above, the first speed traveling state realized by the first speed input gear 1IN and the first speed output gear 1OUT by the transmission 160, or the second speed input gears 2IN and 2IN. The driving state of each speed is realized by the input gear and the output gear of each speed, such as the second speed running state realized by the high speed output gear 2OUT, and the like in the following description. The state of the transmission 160 that realizes the traveling state at each speed (that is, specifically, whether or not each gear rotates, the positions of the sleeves S1 to S4, and the like) is particularly referred to as a "shift position".
[0071]
(vehicle)
The power output device including the engine 150 or the transmission 160 as described above constitutes a part of the four-wheeled vehicle MV, for example, as shown in FIG. In FIG. 3, the four-wheeled vehicle MV includes, in addition to the engine 150, the transmission 160, and the motor generator MG shown in FIG. 1, a vehicle body MVS on which these are mounted, and is attached to the vehicle body MVS and connected to the DEF 154. Wheels TF1 and TF2, and wheels TR1 and TR2. The wheels TF1 and TF2 are driven by the driving force output via the output shaft 153 and the DEF 154.
[0072]
(Control related to shifting and mode switching)
In the following, the control for switching the driving mode by the control device 170 constituting the control means according to the present invention, in particular, the “motor driving mode” in which the drive of the output shaft 153 is performed only by the motor generator MG, Control performed when switching to the “engine running mode” performed only by the engine 150 will be described with reference to FIGS. 4 to 6. FIG. 4 is a flowchart showing the flow of the control process. FIG. 5 is a shift diagram for determining a shift from one shift position to another shift position in transmission 160, and FIG. 6 is a diagram for determining a shift from motor drive mode to engine drive mode. FIG. 4 is a mode switching diagram.
[0073]
4, first, at an initial stage, the power output device is in a motor traveling mode in which the output shaft 153 is driven only by the motor generator MG (step S1). That is, in FIG. 2, the clutch C is in the disconnected state, the power from the motor generator MG is, for example, the sleeves S4 and S2 are in the neutral state, the sleeve S1 moves to the third speed input gear 3IN side, When the sleeve S3 is moving toward the second speed output gear 2OUT, the gear MGG, the third speed output gear 3OUT, the third speed input gear 3IN, the sleeve S1, the input shaft 152, the second speed input gear 2IN, and the second speed output gear are provided. 2OUT, the sleeve S3, the output shaft 153, the DEF 154, and further transmitted to the wheels TF1 and TF2 (second speed traveling). Incidentally, such a motor traveling mode is employed, for example, when the vehicle shown in FIG. 3 is traveling at a low speed. In the following, it is assumed that the vehicle is traveling in the second speed.
[0074]
Assuming such an initial stage, in FIG. 4, the control means 170 automatically performs the shift change in the transmission 160, that is, the change of the shift position, as long as the conditions are satisfied (step S2). In this shift change, for example, when the user depresses the accelerator pedal 78, there is a request to increase the output to the power output device, and when this is more than a certain level, the requested torque and the actual torque are compared. This is done for the purpose of filling the gap between More specifically, such a shift change is performed based on a shift diagram as shown in FIG.
[0075]
In the shift diagram of FIG. 5, the horizontal axis indicates the output shaft rotation speed [rpm], and the vertical axis indicates the accelerator opening [%], and shift lines U12, U23,... Have been. Among these, the output shaft rotation speed [rpm] corresponds to, for example, the rotation speed of a shaft for connecting the tire TF1 or TF2 and the DEF 154 in the four-wheeled vehicle MV shown in FIG. Therefore, the rotation speed is substantially proportional to the speed of the four-wheeled vehicle MV (hereinafter, referred to as “vehicle speed”). The accelerator opening is detected by the accelerator pedal opening sensor 80 shown in FIG.
[0076]
The symbols U12, U23,... Used in FIG. 5 have the following meanings. That is, the leading alphabet “U” or “D” means upshift and downshift, respectively. In the following two digits, for example, "12" indicates a shift change from the first gear to the second gear (shift up), and "43" indicates a shift change from the fourth gear to third gear ( Shift down). Thus, it can be seen from FIG. 5 that the shift lines U12, U23,..., Etc., which are the references for the shift change between the respective speeds, are shown for all of the first to fifth speeds.
[0077]
Now, in the present embodiment, the shift change is performed based on such a shift diagram, and specifically, it is as follows. That is, first, as described above, it is assumed that the power output device is in the second speed running state by the motor generator MG and is in the state A in FIG. At this time, when the user depresses the accelerator pedal 78 and the state A transits to the state B, the transition crosses the shift line D21 (two-dot chain line in the figure), so that the second gear changes to the first gear. (Ie, downshift). As a result, it is possible to appropriately respond to the acceleration request of the user estimated by depressing the accelerator pedal 78.
[0078]
In FIG. 5, when the transition from the state A to the state B occurs as described above, the shift change from the second gear to the first gear is performed, but conversely, the transition from the state B to the state A occurs. In this case, since the transition does not cross the shift line U12, the shift change from the first speed to the second speed (that is, upshift) is not performed. In this manner, in FIG. 5, for example, the shift line U34 and the shift line D43 are shift lines for changing between the shift position of the third speed and that of the fourth speed, as shown in FIG. Since both are not represented by the same line (the same applies to other shift lines), even if the state transition can be represented by the same line in the figure, depending on the direction, Whether or not a shift change is made is different. Thereby, even when abrupt accelerator work is performed, a problem that the shift is frequently performed does not occur.
[0079]
In the present embodiment, in particular, the control device 170 automatically performs the above-described speed change operation and at the same time checks whether the shift to the engine traveling mode is possible (step S3). This can be performed, for example, based on the degree of opening of the accelerator pedal 78 that has determined the shift operation. In this case, the determination target of the mode switching operation and the shift operation is the same. More specifically, whether or not this mode switching is possible is automatically performed as appropriate based on a mode switching diagram as shown in FIG.
[0080]
In the mode switching diagram of FIG. 6, similarly to the shift diagram of FIG. 5, the horizontal axis represents the output shaft rotation speed [rpm], and the vertical axis represents the accelerator opening [%]. The transition from the motor running mode to the engine running mode is performed in accordance with the switching lines 1ME, 2ME, 3ME, 4ME and 5ME drawn corresponding to each speed.
[0081]
For example, as described above, the power output device or the four-wheeled vehicle MV according to the present embodiment is initially in the second speed running state by the motor generator MG, and changes from the state A to the state B as shown in FIG. If a transition occurs, a transition from the state A to the state B occurs similarly in the mode switching diagram of FIG. Then, in FIG. 6, this transition crosses the switching line 2ME (broken line in the figure) corresponding to the second speed to the upper side in the figure (that is, the switching line 2ME straddles from the lower side to the upper side in the figure). Will be. The determination of the transition from the motor running mode to the engine running mode is made when the crossing of the switching line 2ME is triggered (steps S3 and S4). When such a switch from the motor drive mode to the engine drive mode is performed, it can be considered that the switch is performed almost simultaneously with the above-described shift operation from the second speed to the first speed (both operations are performed). Since it is based on the same operation amount of the accelerator pedal 78 performed at a certain point in time, and the processing time in step S3 can be almost ignored, it can be said that it is simultaneous.) In this case, it goes without saying that the specific contents of the mode switching operation include a start process of engine 150, a stop process of motor generator MG, and the like. The former is realized by cranking the engine 150 with the help of the starter motor SM, injecting fuel from the fuel injection valve 22 into the combustion chamber 20, and further igniting a spark plug. Is realized by stopping the power supply from the battery V or the like.
[0082]
On the other hand, if there is any state transition in FIGS. 5 and 6 and the transition does not cross the switching line 2ME, the mode switching is not performed. In this case, as a result, only the speed change operation in step S2 is performed (“NO” in step S3 to step END).
[0083]
The other switching lines 1ME, 3ME, 4ME, and 5ME drawn in the mode switching diagram of FIG. 6 are appropriately selected according to the initial shift position in the transmission 160, and their roles are as described above. Is exactly the same as the switching line 2ME.
[0084]
In the power output device of the present embodiment in which the above control is performed, the following operation and effect can be obtained. That is, first, the speed change operation in step S2 in FIG. 4 and the mode switching operation in step S4 are performed almost simultaneously, so that the user of the power output device or the four-wheeled vehicle MVV feels uncomfortable such as vibration. Is reduced, and the user can be provided with a more comfortable operation environment. That is, if there is no relation between the shift operation and the mode switching operation at all, and these operations are performed independently of each other, the user will feel uncomfortable, such as vibration generated by the shift operation. And a sense of incongruity such as vibration generated by the mode switching operation are provided separately, that is, at different times or occasions. In this case, the user experiences a feeling of strangeness such as vibration relatively frequently. However, in the present embodiment, such a problem does not occur. This is because, as described above, by simultaneously performing the shift operation and the mode switching operation, the generation of vibration and the like due to both operations is collected at one time.
[0085]
Secondly, the mode switching diagram of the present embodiment, as shown in FIG. 6, shows the switching lines 1MEM to 5ME corresponding to each speed. The mode switching operation is performed at each shift position because the switching lines 1ME to 5ME are drawn without overlapping each other, since the initial “based on the shift position” is performed. Each of the switching lines 1ME to 5ME is set based on the operation amount of each of the different accelerator pedals 78 in response to the change. Is characterized in that the mode switching is permitted even when the operation amount of the accelerator pedal 78 is small, as compared with the case where the position is set at a higher speed. The fact that the magnitude of the operation amount of the accelerator pedal 78 for determining whether or not the mode switching operation is possible is determined according to the last-mentioned low-speed / high-speed position will be described more specifically as follows. is there. For example, considering the above-mentioned transition from state A to state B, this transition crosses the switching lines 1ME and 2ME as shown in FIG. 6, but does not cross the other switching lines 3ME, 4ME and 5ME. Therefore, when the transition occurs, the mode switching is permitted only when the initial shift position in the transmission 160 is the first or second speed position.
[0086]
Now, according to the features of the mode switching diagram according to the present embodiment, the following operation and effect can be obtained. That is, first, considering the transition from the state X1 to the state X2 and the transition from the state X3 to the state X4 shown in FIG. 6, both are transitions at the same output shaft rotation speed (that is, the same vehicle speed). If the initial shift position of the transmission 160 is the first speed position, in the former transition (X1 → X2), the mode switching operation from the motor drive mode to the engine drive mode is performed, but the latter is performed. In the transition (X3 → X4), the mode switching operation is not performed. On the other hand, when the initial shift position is the fourth speed position, conversely, the mode switching operation is not performed in the former, and the mode switching operation is performed in the latter. By the way, when these state transitions are represented on the shift diagram of FIG. 5, the former transition (X1 → X2) does not straddle any shift line, so that no shift operation is performed, and the latter transition (X3 → X4). Straddles the shift line D43. Therefore, if the initial shift position is the fourth speed, the downshift operation from the fourth speed to the third speed is performed. From these facts, if the processing according to the flow shown in FIG. 4 is performed, the following can be said.
[0087]
First, when the former transition (X1 → X2) occurs, no shift operation is performed regardless of the initial shift position in any state (step S2). In this case, however, a configuration is adopted in which the mode switching operation based on the mode switching diagram of FIG. 6 is performed independently of the processing shown in FIG. 4, and the initial shift position is the first speed. In this case, the mode switching operation is performed independently. That is, even if the mode switching operation can be performed independently, it is limited to a considerably limited case (the present invention naturally includes such a form). On the other hand, when the latter transition (X3 → X4) occurs, assuming that the initial shift position is the fourth speed, a shift operation is performed (step S2). Then, in this case, the mode switching operation based on the mode switching diagram is also executed almost simultaneously (step S4). Here, in the case of the transition (X3 → X4), when the shift position is other than the fourth speed, neither the shift operation nor the mode switching operation is performed. That is, in this case, there is no possibility that the shift operation or the mode switching operation is performed independently.
[0088]
According to such an example, the mode switching operation is performed based on each shift position and on the basis of a difference in the operation amount of the accelerator pedal 78 determined according to each shift position. It can be said that it is easy to match the timing of the shift operation with the timing of the mode switching operation. Further, for the same reason, in the present embodiment, it is possible to more preferably and more easily perform the shift operation and the mode switching operation simultaneously.
[0089]
Note that various modifications can be made to the above embodiment. First of all, in the above description, only the shift from the motor drive mode to the engine drive mode has been described. However, the processing shown in FIG. 4 is almost similarly applied to the shift from the engine drive mode to the motor drive mode. You can think. In this case, first, the description of “motor drive mode” in step S1 of FIG. 4 may be read as “engine drive mode”. However, when transitioning from the engine running mode to the motor running mode, the mode switching diagram for determining the presence or absence of the mode switching is the one shown in FIG. 7 instead of the one shown in FIG. . Hereinafter, how the mode switching operation using FIG. 7 is performed will be described.
[0090]
First, it is assumed that the power output device is in the fifth speed running state by the engine 150 in the initial stage of FIG. 4 after the above-mentioned replacement, and is in the position of state C in FIG. At this time, when the state C changes to the state D by returning the accelerator pedal 78 depressed by the user, since the transition crosses the shift line D54 (solid line in the figure), the shift from the fifth gear to the fourth gear is performed. (That is, downshifting) is performed (step S2 in FIG. 4 after reading). As a result, it is possible to appropriately respond to the user's deceleration request estimated by returning the accelerator pedal 78.
[0091]
In the present embodiment, in particular, the control device 170 automatically checks whether or not the shift to the motor running mode is possible at the same time as performing the above-described shift operation automatically (step S3 in FIG. 4 after the replacement). . This can be performed, for example, based on the degree of opening of the accelerator pedal 78 that has determined the shift operation, and this point is the same as in the above-described embodiment. However, the mode switching in this case is performed based on the mode switching diagram of FIG.
[0092]
In FIG. 7, unlike FIG. 6, the switching lines 1EM to 5EM are drawn. As is clear from comparison with FIG. 6, each of the switching lines 1EM to 5EM has a smaller overall outer shape defined by the switching lines. For example, comparing the switching line 1EM (FIG. 7) and 1ME (FIG. 6) for the same first speed, the latter corresponds to a larger operation amount of the accelerator pedal 78 according to the latter. According to the former, it is understood that it corresponds to a smaller operation amount of the accelerator pedal 78. Thus, the mode switching diagram (FIG. 7) used at the time of transition from the engine traveling mode to the motor traveling mode and the mode switching diagram (FIG. 6) used at the time of the reverse transition are shown. According to differentiating, for example, when the accelerator pedal 78 is depressed in a very short time and an accelerator operation such as being returned is performed, after switching from the engine traveling mode to the motor traveling mode, Since it is possible to prevent a situation in which the reverse switching is immediately performed, the power output device can be operated more stably.
[0093]
By the way, in comparison with FIG. 6, the transition from the state C to the state D can be similarly observed in FIG. 7 having such characteristics. In this case, the transition crosses the switching line 5EM (the thin broken line in the figure) corresponding to the fifth speed to the lower side in the figure in FIG. Straddle.) The determination of the transition from the engine traveling mode to the motor traveling mode is made triggered by such a crossing of the switching line 5EM (step S4 after the replacement). In other words, in this case, the switching line 5EM has the opposite effect as to the presence or absence of the mode switching in FIG. 6 (that is, whether the switching line 5EM crosses the switching line upward or downward). Accordingly, the presence or absence of mode switching is determined). Then, when the switching from the engine traveling mode to the motor traveling mode is performed, it can be seen that the switching is performed almost simultaneously with the shift operation from the fifth speed to the fourth speed. In this case, it goes without saying that the specific contents of the mode switching operation include a stop process of engine 150, a start process of motor generator MG, and the like. The former is realized by stopping the fuel injection from the fuel injection valve 22 and the like, and the latter is realized by starting the power supply from the battery V.
[0094]
On the other hand, if there is any state transition in FIGS. 5 and 7 and the transition does not cross the switching line 5EM, the mode switching is not performed. In this case, as a result, only the above-described speed change operation is performed ("NO" in step S3 after reading is changed to step END).
[0095]
The other switching lines 1EM, 2EM, 3EM, and 4EM depicted in the mode switching diagram of FIG. 7 are selected according to the initial shift position in the transmission 160, and their roles are described above. This is exactly the same as the switching line 5EM.
[0096]
It is apparent that the same control and effect as those of the above embodiment can be obtained by the above control. That is, in the present embodiment, the same operation and effect can be obtained regardless of whether the switching from the engine driving mode to the motor driving mode is assumed or the reverse switching is assumed. Can be enjoyed.
[0097]
Now, as a second modification of the present embodiment, the processing shown in FIG. 4 can be similarly applied to a “cooperation mode” described later. Specifically, it is as follows.
[0098]
First, in the power output device according to the present embodiment, in addition to the transition from the motor traveling mode to the engine traveling mode or vice versa, the output is achieved by the cooperation of the motor generator MG and the engine 150. It is possible to drive the shaft 153 or the wheels TF1 and TF2. Now, when such an operation mode is referred to as a “cooperative mode”, the present invention is naturally applicable to the cooperative mode, and the above-described embodiment can be applied. More specifically, for the transition from the cooperative mode to the motor drive mode or vice versa, and the transition from the cooperative mode to the engine drive mode or vice versa, substantially the same processing as shown in FIG. By carrying out, it is possible to carry out the shift operation and the mode switching process at the same time.
[0099]
It should be noted that among the above four types, the type in which the processing shown in FIG. 4 is performed for shifting from the motor running mode to the cooperative mode is the most preferable in terms of obtaining the operational effects according to the present invention. This is because, in this case, the engine 150 including the use of the starter motor SM must be started at the time of the transition, and this involves relatively large vibrations. .
[0100]
The present invention is not limited to the above-described embodiment, but can be appropriately changed within the scope of the invention that can be read from the claims and the entire specification, or the scope of the invention, and a power output device with such a change And a control method thereof and a vehicle are also included in the technical scope of the present invention.
[0101]
【The invention's effect】
As described above, according to the power output device of the present invention, by simultaneously performing the shift operation and the mode switching operation, it is possible to reduce the chance of giving the user a sense of discomfort such as vibration, A more comfortable operation environment can be provided.
[Brief description of the drawings]
FIG. 1 is an explanatory diagram showing a configuration example of an engine and its peripheral devices constituting a power output device according to an embodiment of the present invention.
FIG. 2 is a diagram showing a configuration example of the transmission shown in FIG. 1;
FIG. 3 is a diagram showing an example of a vehicle according to the embodiment of the present invention.
FIG. 4 is a flowchart illustrating a flow of a shift operation and a mode switching operation from a motor traveling mode to an engine traveling mode according to the embodiment.
FIG. 5 is a shift diagram for determining a shift from one shift position to another shift position in the transmission.
FIG. 6 is a mode switching diagram for determining a shift from a motor drive mode to an engine drive mode.
FIG. 7 is a mode switching diagram for determining a shift from an engine traveling mode to a motor traveling mode.
[Explanation of symbols]
78 ... accelerator pedal
150 ... Engine
160 ... transmission
170 ... Control device
C… Clutch
MG: Motor generator

Claims (10)

A first drive source that outputs rotational power;
A transmission that is connected to or disconnected from the first drive source via a clutch;
A drive shaft to which the rotational power is transmitted via the transmission;
A second drive source connected to the transmission so as to be able to drive the drive shaft,
The drive shaft includes a first or second mode in which the drive shaft is driven only by the first drive source or the second drive source, and a first or second mode in which the drive shaft is driven by the first drive source or the second drive source. A third mode of driving the drive shaft,
The first and second mode switching operations of the transmission, and at least one mode switching operation among the first mode, the second mode, and the third mode are performed simultaneously. A power output device, comprising: a driving source, a second driving source, and control means for controlling the transmission. The control means,
The power output device according to claim 1, wherein the speed change device is controlled so as to automatically execute the speed change operation in accordance with an operation state of the power output device. Further comprising an accelerator pedal for adjusting the degree of output in the drive shaft,
The control means,
The power output device according to claim 1 or 2, wherein the transmission is controlled so that the shift operation is automatically performed based on an operation amount of the accelerator pedal. The control means,
4. The transmission according to claim 1, wherein the first drive source, the second drive source, and the transmission are controlled to execute the mode switching operation based on a shift position in the transmission. The power output device according to claim 1. Further comprising an accelerator pedal for adjusting the degree of output in the drive shaft,
An operation amount of the accelerator pedal for performing the mode switching operation is determined corresponding to each of the shift positions,
The control means,
5. The control device according to claim 4, wherein the first drive source, the second drive source, and the transmission are controlled to automatically execute the mode switching operation based on an operation amount of the accelerator pedal. 6. A power output device according to item 1. The control means,
If the shift position is a lower speed position, when the operation amount of the accelerator pedal is smaller, the mode switching operation is executed,
If the shift position is a higher speed position, the first drive source, the second drive source, and the speed change unit perform the mode switching operation when the operation amount of the accelerator pedal is larger. The power output device according to claim 5, wherein the power output device controls the device. In each of the switching from the second mode to the first mode or the third mode and the reverse switching, the operation amount of the accelerator pedal for executing the mode switching operation is different. The power output device according to claim 5, wherein the power output device is defined. The power output device according to any one of claims 1 to 7, wherein the first drive source includes an engine, and the second drive source includes a motor generator device. A first drive source that outputs rotational power, a transmission connected or disconnected from the first drive source via a clutch, a drive shaft to which the rotational power is transmitted via the transmission, and the drive shaft. A control method of a power output device that controls a power output device including a second drive source drivably connected to the transmission,
A shifting step of automatically performing a shifting operation in the transmission according to an operation state of the power output apparatus;
In the first or second mode in which the drive shaft is driven only by the first drive source or the second drive source in conjunction with the shifting step, the first drive source and the second drive source A mode switching step of simultaneously performing at least one mode switching operation among the mutual mode switching operations between the respective modes including the third mode for driving the drive shaft. . A power output device according to any one of claims 1 to 8, and
A vehicle body on which the power output device is mounted,
A vehicle mounted on the vehicle body and driven by a driving force output via the driving shaft.

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