JP2006021622A - Power output unit, automobile equipped with the same, drive unit, and controlling method for power output unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure power needed for a change in a gear ratio of a transmission so as to execute a gear ratio change properly. <P>SOLUTION: A gear ratio is changed using a low vehicle speed side speed change line map. The speed change line map is so set that, when a shift lever 81 is operated into a B range, a motor MG1 drives an engine 22 to be adjusted at a higher revolution as a vehicle speed increases, and that the gear ratio of the transmission 60 is changed (down shift) on a vehicle speed side lower than another side on which the gear ratio is changed when the shift lever 81 is operated into another range (D range or the like). As a result, when the gear ratio of the transmission 60 is changed while operating the proper engine braking corresponding to a vehicle speed upon operating the lever 81 into the B range, the consumption power of the motor MG1 resulting from its driving can be reduced, and the same of a motor MG2 needed for the gear ratio change can also be reduced. Hence the power of the motor MG2 that is needed for changing the gear ratio of the transmission 60 is secured, thus the gear ratio change can be executed more properly. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a power output device, a vehicle equipped with the power output device, a drive device, and a method for controlling the power output device. More specifically, the present invention relates to a power output device that outputs power to a drive shaft, and the drive shaft includes an axle machine. TECHNICAL FIELD The present invention relates to a motor vehicle that is connected in general, a drive device that is connected to an internal combustion engine and that is connected to a drive shaft, and a control method for a power output device.

Conventionally, as this type of power output device, an output shaft of an engine, a rotation shaft of a first motor, and a drive shaft are connected to each rotating element of a planetary gear mechanism, and a second is connected to the drive shaft via a stepped transmission. The thing mounted in the hybrid vehicle to which the motor was connected is proposed (for example, refer patent document 1). In this device, the power from the second motor is shifted to the power corresponding to the vehicle speed and output to the drive shaft by switching the gear position of the transmission between the Hi gear state and the Lo gear state according to the vehicle speed. ing.
JP 2002-225578 A

  In the power output device described above, it is desirable to reduce the capacity of the battery that supplies power to the motor and the like in terms of securing space and weight for mounting on the vehicle and the like. In a power output apparatus of a type in which the power consumption of two motors is increased, it may be difficult to secure the power necessary for switching the gear position by reducing the capacity of such a battery. In the above-described power output apparatus in which the engine, the first motor, and the drive shaft are connected to each rotating element of the planetary gear mechanism, the engine speed can be adjusted by the first motor. If it is in the state of the rotational speed, a braking force due to engine friction can be applied to the drive shaft when the accelerator is off. However, since the first motor is consuming power at this time, the power of the second motor necessary for switching the shift stage cannot be secured when the shift stage is switched in this state, and the shift stage There are cases where the switching is not performed properly or the battery is excessively discharged.

  The power output apparatus of the present invention, an automobile equipped with the power output apparatus, a drive apparatus, and a control method for the power output apparatus appropriately secure the power necessary for changing the transmission gear ratio and appropriately change the transmission gear ratio. One of the purposes. In addition, the power output device of the present invention, the automobile on which the power output device is mounted, the drive device, and the control method of the power output device prevent excessive discharge from occurring in a power storage device such as a battery when changing the transmission gear ratio. One of the purposes is to do.

  In order to achieve at least one of the above objects, the power output apparatus of the present invention, the automobile on which the power output apparatus is mounted, the drive apparatus, and the control method of the power output apparatus employ the following means.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power;
An electric motor that can input and output power;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
Normally, the first relationship is set as the relationship between the rotational speed of the drive shaft and the transmission gear ratio in the transmission transmission means, and the power power input / output tends to increase as the rotational speed of the drive shaft increases. When the predetermined condition for motoring the internal combustion engine is established by the means, a second speed ratio is determined so as to change the speed ratio with the rotational speed of the drive shaft on the lower rotational speed side than the first relationship. Shift relationship setting means for setting the relationship;
A rotational speed detection means for detecting the rotational speed of the drive shaft;
When it is determined that the speed ratio should be changed based on the detected rotational speed of the drive shaft and the relationship set by the speed change relationship setting means, the speed change transmission means is changed to the determined speed ratio. And a shift control means for controlling the driving of the vehicle.

  In the power output apparatus according to the present invention, the relationship between the speed ratio of the speed change transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with the rotational speed of the drive shaft and the changeable speed ratio is normally set as the first. When the predetermined condition for motoring the internal combustion engine by the power power input / output means is established such that the higher the rotational speed of the drive shaft, the higher the rotational speed of the drive shaft, the lower than the first relation. When the second relationship determined to change the transmission gear ratio with the rotational speed of the drive shaft on the rotational speed side is set, and the determination to change the transmission gear ratio is made based on the rotational speed of the drive shaft and the set relationship, the determination is made The shift transmission means is driven and controlled to be changed to the changed gear ratio. Since the second relation of changing the speed ratio with the rotational speed of the drive shaft on the low speed side when the predetermined condition is satisfied is used, the power power input / output means for motoring the internal combustion engine when the speed ratio is changed The power consumption can be reduced, or the power consumption can be reduced when the motor needs to be driven to change the gear ratio. As a result, the electric power necessary for changing the speed ratio in the speed change transmission means can be ensured more reliably, and the speed ratio can be changed more appropriately. Of course, excessive discharge of the power storage means can be prevented.

  In such a power output apparatus of the present invention, the predetermined condition may be a condition that is established with an operation of the operator.

  In the power output apparatus of the present invention, the second relationship may be that the rotational speed of the drive shaft that changes the gear ratio to the speed increasing side in the second relationship is the gear ratio in the first relationship. It may be determined to be equal to or higher than the rotational speed of the drive shaft to be changed to the deceleration side. In this way, it is possible to prevent frequent change of the gear ratio depending on whether or not a predetermined condition is satisfied.

  Further, in the power output apparatus of the present invention, the shift control means may rotate the motor when it is determined that the gear ratio should be changed to the deceleration side when the driving force is not output from the motor. The transmission transmission means is driven and controlled to change to the determined gear ratio while driving the motor so that the motor is driven in a direction that matches the rotational speed after the number is changed to the determined gear ratio. It can also be a means. If it carries out like this, the speed change at the time of changing a gear ratio to the deceleration side can be performed smoothly.

  Alternatively, in the power output apparatus of the present invention, the shift transmission means may be means for transmitting the power with at least two shift stages.

In the power output apparatus of the present invention, the power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and enters any two of the three shafts. A three-axis power input / output means for determining the power input / output to / from the remaining one shaft when the output power is determined; and a generator capable of inputting / outputting power to / from the third rotating shaft. The power drive input / output means may include a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft. And a counter-rotor motor that outputs at least a part of power from the internal combustion engine to the drive shaft by input and output of electric power and power by electromagnetic action of the first rotor and the second rotor. It can also be a means provided.

The automobile of the present invention
The power output device of the present invention according to any one of the above-described aspects, that is, a power output device that basically outputs power to the drive shaft, the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft Power power input / output means that can output at least part of the power from the internal combustion engine to the drive shaft by input / output of power and power, an electric motor that can input / output power, and the power power input / output means Power storage means capable of exchanging electric power with the electric motor, shift transmission means for transmitting power between the rotating shaft of the electric motor and the driving shaft with a changeable gear ratio, and, at normal times, the rotational speed of the driving shaft; A first relationship is set as a relationship with a transmission gear ratio in the transmission transmission means, and the internal combustion engine is motored by the electric power drive input / output means so that the higher the rotational speed of the drive shaft, the higher the rotational speed tends to become. Article of Is established, a transmission relationship setting means for setting a second relationship determined to change the transmission gear ratio with the number of rotations of the drive shaft on the lower rotational speed side than the first relationship, and the drive When it is determined that the speed ratio should be changed based on the rotational speed detecting means for detecting the rotational speed of the shaft and the relationship set by the detected rotational speed of the drive shaft and the speed change relation setting means. A power output device including a shift control unit that drives and controls the shift transmission unit so as to be changed to the changed gear ratio is mounted, and the driving shaft is mechanically connected to an axle and travels.

  In the automobile of the present invention, the power output device of the present invention according to any one of the above-described aspects is mounted, so that the same effect as the effect of the power output device of the present invention, for example, the change of the gear ratio in the gear transmission means. The required power can be ensured more reliably, the gear ratio can be changed more appropriately, the power storage means can be prevented from being excessively discharged, and whether predetermined conditions are met However, an effect that can prevent frequent change of the gear ratio can be achieved.

  In the automobile of the present invention, the predetermined condition may be a condition that is satisfied when the operator performs a shift operation to the brake range. Since the speed change setting means only sets the relationship between the rotational speed of the drive shaft and the speed change ratio in the speed change transmission means, the control by the friction of the internal combustion engine according to the vehicle speed regardless of whether or not the speed change ratio is changed in the brake range. Power can be secured.

  In the automobile of the present invention, the shift relationship setting means is a means for setting a relationship between a vehicle speed and a gear ratio in the shift transmission means, and the rotation speed detection means is replaced with the rotation speed of the drive shaft. Vehicle speed detection means, wherein the speed change control means determines that the speed change ratio should be changed based on the detected vehicle speed and the relation set by the speed change relation setting means. It may be a means for driving and controlling the shift transmission means so that the ratio is changed. This is because the drive shaft is mechanically connected to the axle so that the vehicle speed and the rotational speed of the drive shaft can be converted.

The drive device of the present invention is
A drive device connected to the internal combustion engine and connected to the drive shaft,
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power;
An electric motor that can input and output power;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
Normally, the first relationship is set as the relationship between the rotational speed of the drive shaft and the transmission gear ratio in the transmission transmission means, and the power power input / output tends to increase as the rotational speed of the drive shaft increases. When the predetermined condition for motoring the internal combustion engine is established by the means, a second speed ratio is determined so as to change the speed ratio with the rotational speed of the drive shaft on the lower rotational speed side than the first relationship. Shift relationship setting means for setting the relationship;
A rotational speed detection means for detecting the rotational speed of the drive shaft;
When it is determined that the speed ratio should be changed based on the detected rotational speed of the drive shaft and the relationship set by the speed change relationship setting means, the speed change transmission means is changed to the determined speed ratio. And a shift control means for controlling the driving of the vehicle.

  In the drive device according to the present invention, the relationship between the speed ratio in the speed change transmission means for transmitting the power between the rotating shaft of the electric motor and the drive shaft with the changeable speed ratio and the rotational speed of the drive shaft is normally the first. The relationship is set, and when the predetermined condition for motoring the internal combustion engine by the electric power input / output means is established such that the higher the rotational speed of the drive shaft is, the lower the rotational speed is than the first relation. This is determined when the second relationship is determined to change the gear ratio with the rotational speed of the drive shaft on the number side, and the gear ratio should be changed based on the rotational speed of the drive shaft and the set relationship. The shift transmission means is driven and controlled so that the gear ratio is changed. Since the second relation of changing the speed ratio with the rotational speed of the drive shaft on the low speed side when the predetermined condition is satisfied is used, the power power input / output means for motoring the internal combustion engine when the speed ratio is changed The power consumption can be reduced, or the power consumption can be reduced when the motor needs to be driven to change the gear ratio. As a result, the electric power necessary for changing the speed ratio in the speed change transmission means can be ensured more reliably, and the speed ratio can be changed more appropriately. Of course, excessive discharge of the power storage means can be prevented.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, electric power input / output means connected to the output shaft and drive shaft of the internal combustion engine and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power; A power transmission / reception unit, a power storage unit capable of exchanging electric power with the motor, and a shift for transmitting power between the rotating shaft and the drive shaft of the motor with a variable gear ratio. A power output device control method comprising a transmission means,
(A) Normally, the first relationship is set as the relationship between the rotational speed of the drive shaft and the transmission gear ratio in the transmission transmission means, and the power tends to increase as the rotational speed of the drive shaft increases. When a predetermined condition for motoring the internal combustion engine by the power input / output means is established, the gear ratio is determined to be changed by the rotational speed of the drive shaft on the lower rotational speed side than the first relationship. Set the second relationship,
(B) detecting the rotational speed of the drive shaft;
(C) When it is determined that the speed ratio should be changed based on the detected rotational speed of the drive shaft and the relationship set by the relationship setting means, the speed change is performed so that the speed ratio is changed to the determined speed ratio. The gist is to drive and control the transmission means.

According to the control method of the power output apparatus of the present invention, the transmission ratio in the transmission transmission means for transmitting the power between the rotating shaft of the electric motor and the driving shaft with the rotational speed of the driving shaft and the changeable transmission ratio in the normal state. When the predetermined condition for motoring the internal combustion engine by the electric power drive input / output means is established such that the higher the rotational speed of the drive shaft is, the higher the rotational speed is. The second relationship that is determined to change the speed ratio with the rotational speed of the drive shaft on the lower rotational speed side than the above relationship is set, and the determination that the speed ratio should be changed based on the rotational speed of the drive shaft and the set relationship is made. When it is done, the shift transmission means is driven and controlled to be changed to the determined gear ratio. Since the second relation of changing the speed ratio with the rotational speed of the drive shaft on the low speed side when the predetermined condition is satisfied is used, the power power input / output means for motoring the internal combustion engine when the speed ratio is changed The power consumption can be reduced, or the power consumption can be reduced when the motor needs to be driven to change the gear ratio. As a result, the electric power necessary for changing the speed ratio in the speed change transmission means can be ensured more reliably, and the speed ratio can be changed more appropriately. Of course, excessive discharge of the power storage means can be prevented.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to driving wheels 39a and 39b of the front wheels of the vehicle via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. Both the motors MG1 and MG2 are driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to be able to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on / off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2 off. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 has a signal necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor installed between terminals of the battery 50, a power line connected to an output terminal of the battery 50, although not shown. The charging / discharging current from the current sensor attached to 54, the battery temperature from the temperature sensor attached to the battery 50, and the like are input, and the electronic control unit for hybrid is communicated by communicating data on the state of the battery 50 as necessary. Output to 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 detects the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the accelerator opening corresponding to the depression amount of the accelerator pedal 83. The accelerator opening position Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. ing. Further, the hybrid electronic control unit 70 outputs drive signals and the like to actuators (not shown) of the brakes B1 and B2 of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment, mainly the operation when changing the gear ratio of the transmission 60 will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the shift position SP from the shift position sensor 82. , A process of inputting data necessary for control such as the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 from the motor ECU 40, the charge / discharge required power Pb * of the battery 50 from the battery ECU 52, and the output limit Wout of the battery 50 is executed. (Step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The charging / discharging required power Pb * is such that the larger the remaining capacity (SOC) of the battery 50 is larger than the reference value, the larger the power for discharging becomes, and the smaller the remaining capacity (SOC) smaller than the reference value, the more charged. What is set by the battery ECU 52 using a map set in advance so as to increase the power for use is input from the battery ECU 52 by communication. The output limit Wout is set based on the battery temperature of the battery 50, the remaining capacity SOC, etc., and is input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * and the required power Pr * to be output to the ring gear shaft 32a as the drive shaft are set based on the accelerator opening Acc, the vehicle speed V, and the shift position SP (step S110). ). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining a relationship among the accelerator opening Acc, the vehicle speed V, the shift position SP, and the required torque Tr *. When the vehicle speed V and the shift position SP are given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. As shown in the figure, when the accelerator opening degree Acc is 0%, the required torque Tr * is smaller in the B (brake) range than in the D (drive) range, and the number of stages in the B range (B1, B2, The smaller the B3), the smaller the setting. The required power Pr * is calculated by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a. Here, the rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion coefficient k.

  When the required torque Tr * and the required power Pr * are set, the engine required power Pe * to be output from the engine 22 is calculated by adding the required power Pr *, the charge / discharge required power Pb *, and the loss Loss (step) S120), based on the engine required power Pe *, the target rotational speed Ne * and the target torque Te * of the engine 22 are set (step S130). This setting is performed by setting the target rotational speed Ne * and the target torque Te * based on the operation line for efficiently operating the engine 22 and the engine required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained by the intersection of the operating line and a curve with a constant engine required power Pe * (Ne * × Te *). When the engine required power Pe * is a negative value, the rotational speed required to output the braking power (friction power) by friction from the engine 22 is set as the target rotational speed Ne *, and the target torque Te * has a value of 0. That is, a fuel cut is set. When the shift position SP is in the D range, the target engine speed Ne * and the target torque are set so that the engine 22 is stopped when the efficiency of the engine 22 deteriorates, including when the engine required power Pe * is a negative value. Both Te * are set to the value 0.

Next, it is determined whether or not the shift position SP is in the brake range (B range) (step S140). If it is determined that the shift position SP is not in the B range, that is, the D range or the R range, the target rotational speed Ne *, the rotational speed Nr (= k · V) of the ring gear shaft 32a, and the gear ratio of the power distribution and integration mechanism 30 The target rotational speed Nm1 * of the motor MG1 is calculated by the following formula (1) using ρ, and the torque of the motor MG1 is calculated by the following formula (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. Command Tm1 * is calculated (step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. As shown in FIG. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the ring gear 32 (ring gear). The rotational speed Nr of the shaft 32a) is shown. The target rotational speed Nm1 * of the motor MG1 can be easily derived by using the rotational speed relationship in this alignment chart. Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Expression (2) is a relational expression in the feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In the expression (2), “k1” in the second term on the right side is the gain of the proportional term, and the right side The third term “k2” is the gain of the integral term. Note that the two thick arrows on the R axis in FIG. 6 indicate that the torque Te * output from the engine 22 when the engine 22 is steadily operated at the operation point of the target rotational speed Ne * and the target torque Te * is the ring gear shaft 32a. , And the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nr / ρ (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)

  When the torque command Tm1 * of the motor MG1 is thus calculated, the required torque Tr * of the ring gear shaft 32a, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the current gear ratio Gr of the transmission 60 (= Nm2 / Nr). ) To set the temporary motor torque Tm2tmp to be output from the motor MG2 by the following equation (3) (step S160), and from the output limit Wout of the battery 50 to the power consumption of the motor MG1 (ie, from the following equation (4)) , An electric power calculated by multiplying the torque command Tm1 * of the motor MG2 by the rotational speed Nm1), and dividing the result by the rotational speed Nm2 of the motor MG2 to obtain an upper limit of the torque that may be output from the motor MG2. Tmax is set (step S170), and the set temporary motor torque Tm2tmp and the torque upper limit value Tmax are set. Set the smaller as the torque command Tm2 * of the motor MG2 (step S180).

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tmax = (Wout−Tm1 * ・ Nm1) / Nm2 (4)

  Then, based on the required torque Tr * and the vehicle speed V, it is determined whether or not a change in the gear ratio of the transmission 60 is requested using the normal shift line map (step S190). An example of the normal shift line map is shown in FIG. The request for changing the gear ratio is that when the current state of the transmission 60 is the Lo gear state, the required torque Tr * and the vehicle speed V shift to the Hi gear region across the Lo → Hi line in the figure. When the transmission 60 is in the Hi gear state from the current state of the transmission 60, the required torque Tr * and the vehicle speed V cross the Hi → Lo line in the figure and the Lo gear. This is performed as a request to switch to the Lo gear state when the shift to the region is performed.

  If it is determined in step S140 that the shift position SP is in the B range, the vehicle speed V and the number of stages in the B range (in the embodiment, any one of the shift positions SP in the positions B1 to B3 in the three stages of brake range) and Is set to the lower limit rotational speed Nemin of the engine 22 (step S200). In the embodiment, the lower limit rotational speed Nemin is stored in advance in the ROM 74 as a lower limit rotational speed setting map as a lower limit rotational speed Nemin between the vehicle speed V and the range number of the B range and the lower limit rotational speed Nemin. When given, the corresponding lower limit rotational speed Nemin is derived and set from the map. An example of this lower limit rotational speed setting map is shown in FIG. As shown in the drawing, a map was created so that the lower limit revolution number Nemin of the higher revolution number was set as the stage number in the B range was smaller and the vehicle speed V was higher. The engine 22 outputs a larger friction power as its rotational speed is higher, and the friction power acts on the ring gear shaft 32a via the power distribution and integration mechanism 30. Therefore, when the accelerator pedal 83 is turned off while the vehicle is running, The smaller the number of steps and the higher the vehicle speed V, the larger the engine brake can be applied to the ring gear shaft 32a.

When the lower limit rotational speed Nemin is set, the larger one of the lower limit rotational speed Nemin and the target rotational speed Ne * of the engine 22 set in step S130 is reset as a new target rotational speed Ne * and the reset target rotational speed is reset. The engine required power Pe * set in step S120 is divided by the number Ne * and reset as a new target torque Te * (set to 0 when the engine required power Pe * is a negative value) (step S210). Then, using the reset target rotational speed Ne *, the target rotational speed Nm1 * of the motor MG1 is set by the above-described equation (1), and the torque command Tm1 * of the motor MG2 is set by the above-described equation (2). (Step S220), the provisional motor torque Tm2tmp of the motor MG2 is set by the aforementioned equation (3) using the set torque command Tm1 * (Step S230), and is output from the motor MG2 by the aforementioned equation (4). A torque upper limit value Tmax is set (step S240), and the smaller one of the set temporary motor torque Tm2tmp and torque upper limit value Tmax is set as the torque command Tm2 * of the motor MG2 (step S250).

  Then, based on the required torque Tr * and the vehicle speed V, the gear ratio of the transmission 60 is changed using the low vehicle speed side shift line map in which the Hi → Lo line is set to be lower than the normal shift line map of FIG. Is determined (step S260). An example of the low vehicle speed side shift line map is shown in FIG. As shown in the figure, the low vehicle speed side shift line map is such that its Hi → Lo line is set at a lower vehicle speed side than the Hi → Lo line of the normal shift line map and the Lo → Hi line is set to Hi of the normal shift line map. → The speed is set higher than the Lo line. As described above, when the shift position SP is in the B range, the rotational speed of the engine 22 is adjusted so that the higher the vehicle speed is, the higher the rotational speed of the engine 22 is. Therefore, the power consumption of the motor MG1 increases due to motoring of the engine 22 when the accelerator is off. To do. On the other hand, when changing the transmission ratio of the transmission 60, the power consumed to synchronize the rotation speed of the motor MG2 with the rotation speed after the change of the transmission ratio and the friction when the brakes B1 and B2 are turned on. The power consumption of the motor MG2 increases due to the power consumed to make up for the lost energy. For this reason, if the gear ratio is changed while the B range is being operated, the electric power of the motor MG2 necessary for changing the gear ratio may not be secured, or the battery 50 may be excessively discharged. . In this embodiment, the low vehicle speed side shift line map is set so as to change the gear ratio on the lower vehicle speed side than the normal shift line map, that is, the gear ratio when the rotational speed of the engine 22 is adjusted to a relatively low rotational speed. Therefore, the gear ratio can be changed while the power consumption of the motor MG1 due to motoring of the engine 22 is reduced, and the rotation speed Nm2 of the motor MG2 is synchronized with the rotation speed after the change of the gear ratio. Therefore, the power consumption of the motor MG2 can be reduced. Therefore, the electric power of the motor MG2 necessary for changing the gear ratio can be ensured more reliably. In addition, the Lo → Hi line of the low vehicle speed side shift line map is set higher than the Hi → Lo line of the normal shift line map because the Lo → Hi line of the low vehicle speed side shift line map is normally shifted. When the vehicle speed is set to be lower than the Hi → Lo line of the line map, the required torque Tr * and the vehicle speed V are surrounded by the Lo → Hi line of the low vehicle speed side shift line map and the Hi → Lo line of the normal shift line map. When the shift position SP is repeatedly turned ON and OFF of the B range within a short time, switching between the Hi gear state and the Lo gear state of the transmission 60 is repeated within a short time. This makes the driver feel uncomfortable.

As a result of determining whether or not a change in the gear ratio is requested using the normal speed line map or the low vehicle speed side gear line map (step S270), if a change in the gear ratio is requested, the gear ratio is already set. It is determined whether or not the gear ratio is being changed (whether or not the gear ratio has already been changed) (step S280). When it is determined that the change of the gear ratio is not requested, or when it is determined that the gear ratio has already been changed, the target engine speed Ne *, the target torque Te *, Of the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, the target rotational speed Ne * and the target torque Te * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S290). This routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control, ignition control, etc. so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. To do. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * receives the torque commands Tm1 *.
Switching control of the switching elements of the inverters 41 and 42 is performed so that the motor MG1 is driven by * and the motor MG2 is driven by the torque command Tm2 *.

  On the other hand, if it is determined in step S280 that the gear ratio change has not yet started, the gear ratio change is started (step S300), the process of step S290 described above is performed, and this routine is terminated. The change of the gear ratio is started by starting the execution of the gear ratio changing process illustrated in FIG. Hereinafter, the gear ratio changing process will be described.

  In the gear ratio changing process, the hybrid electronic control unit 70 first determines whether or not the request for changing the gear ratio is a request for switching from the Hi gear state to the Lo gear state (step S310). If it is determined that it is a request for switching from the Hi gear state to the Lo gear state, the rotational speed of the motor MG2 after the change of the gear ratio is expressed by the following equation (5) using the current rotational speed Nm2 of the motor MG2. Nm2 * is calculated (step S320). Here, “Glo” in the equation (5) is a gear ratio when the transmission 60 is in the Lo gear state, and “Ghi” is a gear ratio when the transmission 60 is in the Hi gear state. .

  Nm2 * ＝ Nm2 ・ Glo / Ghi (5)

  Subsequently, the brake B1 is turned off and the rotating shaft 48 of the motor MG2 is disconnected from the transmission 60 (step S330), and it is checked whether the required torque Tr * is 0 or less (step S340). When it is determined that the value is 0 or less, the torque adjustment value Tset is reset to a new temporary motor torque Tm2tmp regardless of the temporary motor torque Tm2tmp of the motor MG2 set in step S160 or step S230 of FIG. 3 (step S350). ). In the drive control routine of FIG. 3, the torque command Tm2 * of the motor MG2 is set by the reset temporary motor torque Tm2tmp, and the drive control is performed so that the torque corresponding to the torque command Tm2 * is output from the motor MG2. Become. Here, the torque adjustment value Tset is a torque having a positive value that is set to adjust the rotation speed Nm2 of the motor MG2 so as to match (synchronize) with the rotation speed Nm2 * after the change of the transmission gear ratio. FIG. 11 is a collinear diagram for dynamically explaining each rotational element of the transmission 60 when the gear ratio is switched from the Hi gear state to the Lo gear state. In the figure, the S1 axis indicates the rotational speed of the sun gear 61 to which the brake B1 is attached, the R axis indicates the rotational speed of the ring gear 62 and the ring gear 66 to which the brake B2 is attached, and the C axis is connected to the ring gear shaft 32a. The carriers 64 and 68 are shown, and the S2 axis indicates the rotation speed of the sun gear 65 to which the rotation shaft 48 of the motor MG2 is attached. As shown in FIG. 11, when the gear ratio is switched from the Hi gear to the Lo gear, if the torque adjustment value Tset is output from the motor MG2, the rotational speed Nm2 of the motor MG2 can be increased, and the rotational speed Nm2 is converted into the gear ratio. Therefore, the speed ratio can be changed smoothly. In this case, although the power consumption of the motor MG2 increases, as described above, the gear ratio is changed using the low vehicle speed side shift line map in which the Hi → Lo line is set to the lower vehicle speed side than the normal shift line map. The power consumption of the motor MG1 is small. Further, since the torque adjustment value Tset is output from the motor MG2 when the rotational speed Nm2 of the motor MG2 is relatively small, the increase in power consumption of the motor MG2 is also reduced. Therefore, even when the motor MG2 consumes the electric power necessary for changing the gear ratio, the battery 50 is not excessively discharged. When the required torque Tr * is greater than 0, normally, a positive torque is output from the motor MG2, thereby matching the rotational speed Nm2 of the motor MG2 with the rotational speed Nm2 * after changing the gear ratio (synchronized). Therefore, the torque command Tm2 * is not reset by the torque adjustment value Tset.

Thus, after resetting the temporary motor torque Tm2tmp of the motor MG2 or when it is determined in step S340 that the required torque Tr * is not less than or equal to the value 0, the rotational speed Nm2 of the motor MG2 is the rotational speed Nm2 * after the change of the gear ratio (Step S360), the processing of steps S340 to S350 is repeated, and when the rotational speed Nm2 of the motor MG2 matches the rotational speed Nm2 * after the change of the gear ratio, the brake B2 is turned on (step S370). This routine ends.

  If it is determined in step S310 that the request for changing the gear ratio is not a request for switching from the Hi gear state to the Lo gear state, the following equation (6) is used using the current rotational speed Nm2 of the motor MG2. To calculate the rotational speed Nm2 * of the motor MG2 after changing the gear ratio (step S380), turn off the brake B2 (step S390), engage the brake B1 (step S400), and Wait until the speed Nm2 * matches the speed Nm2 * after the change of the gear ratio (step S410). When the speed Nm2 * of the motor MG2 matches the speed Nm2 * after the speed ratio change, the brake B1 is completely turned on (step S420), and this routine is finished.

  Nm2 * ＝ Nm2 ・ Ghi / Ghi (6)

  According to the hybrid vehicle 20 of the embodiment described above, the motor MG1 motorizes the engine 22 so that the rotational speed of the engine 22 is adjusted to a higher rotational speed as the vehicle speed increases when the shift lever 81 is operated to the B range. At the same time, the gear ratio map (low vehicle speed side) is changed so that the gear ratio is changed (switched from the Hi gear state to the Lo gear state) on the lower vehicle speed side than when operated to another range (D range or R range). (Transmission line map) is set and the transmission ratio of the transmission 60 is changed using the transmission line map, so that the transmission can be secured while securing the engine brake when the accelerator pedal 83 is turned off by the motoring of the engine 22. When changing the gear ratio of 60, the power consumption of the motor MG1 by motoring can be reduced and the rotational speed of the motor MG2 can be changed. Power consumption of the motor MG2 for synchronizing the rotational speed after the change of the ratio can be reduced. Therefore, since the electric power of the motor MG2 necessary for changing the gear ratio can be ensured, the shift shock can be suppressed. As a result, the gear ratio can be changed appropriately. Of course, it is possible to prevent the battery 50 from being excessively discharged.

  In the hybrid vehicle 20 of the embodiment, the Lo → Hi line of the low vehicle speed side shift line map is set to be higher than the Hi → Lo line of the normal shift line map, but the Lo of the low vehicle speed side shift line map is set to Lo. The Hi line may be matched with the Hi → Lo line of the normal shift line map, or the Lo → Hi line of the low vehicle speed side shift line map may be made lower than the Hi → Lo line of the normal shift line map. It may be set. As a result, the shift stage can be switched from the Lo gear to the Hi gear while the power consumption of the motor MG1 is smaller, so that energy consumed by friction engagement of the brake B1 when the shift stage is switched from the Lo gear to the Hi gear. In the case where the motor MG2 is driven and controlled by adding the amount of the loss, it is possible to more reliably secure the electric power necessary for driving the motor MG2.

  In the hybrid vehicle 20 of the embodiment, when the shift lever 81 is shifted to the B range, whether or not a change in the gear ratio is requested using the low vehicle speed side shift line map of FIG. 9 regardless of the number of stages in the B range. When the shift lever 81 is operated to the B range, a plurality of low vehicle speed side shift line maps for changing the gear ratio on the lower vehicle speed side than the normal shift line map are prepared in advance. Alternatively, one of a plurality of low vehicle speed side shift line maps may be selected based on the number of steps, and it may be determined whether or not a change in the gear ratio is requested using the selected map.

In the hybrid vehicle 20 of the embodiment, the number of stages of the B range is three, but it may be two, or any number of four or more. In this case, the lower limit rotational speed Nemin may be determined according to the number of stages in the B range. Of course, the B range may be one stage and not a plurality of stages.

  In the hybrid vehicle 20 of the embodiment, when the shift lever 81 is shifted to the B range, the low vehicle speed that changes the gear ratio of the transmission 60 on the lower vehicle speed side than the normal shift line map instead of the normal shift line map. The side shift line map is used, but is not limited to the shift operation to the B range of the shift lever 81, and the motor 22 is motored by the motor MG1 to adjust the rotation speed so that the higher the vehicle speed, the higher the rotation speed. When any condition is satisfied, a low vehicle speed side shift line map may be used instead of the normal shift line map.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 is configured as a transmission having two speeds capable of switching between the Lo gear and the Hi gear, but is configured as a transmission having three or more speeds. It is good.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. Is shifted by the transmission 60 and output to an axle (an axle connected to the drive wheels 39c and 39d in FIG. 12) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected). It may be a thing.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as one embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 4 is an explanatory diagram showing an example of a collinear chart for dynamically explaining the rotation speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. It is explanatory drawing which shows an example of a normal shift line map. It is explanatory drawing which shows an example of the map for a minimum rotation speed setting. It is explanatory drawing which shows an example of the low vehicle speed side shift line map. 5 is a flowchart showing an example of a gear ratio changing process executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the collinear diagram for demonstrating dynamically each rotational element of the transmission 60 at the time of switching a gear ratio from the state of Hi gear to the state of Lo gear. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 37 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotational shaft, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a double pinion planetary gear mechanism, 60b single pinion planetary gear mechanism, 61 sun gear, 62 ring gear, 63a 1st pinion gear, 63b 2nd pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift Position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (12)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power;
An electric motor that can input and output power;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
Normally, the first relationship is set as the relationship between the rotational speed of the drive shaft and the transmission gear ratio in the transmission transmission means, and the power power input / output tends to increase as the rotational speed of the drive shaft increases. When the predetermined condition for motoring the internal combustion engine is established by the means, a second speed ratio is determined so as to change the speed ratio with the rotational speed of the drive shaft on the lower rotational speed side than the first relationship. Shift relationship setting means for setting the relationship;
A rotational speed detection means for detecting the rotational speed of the drive shaft;
When it is determined that the speed ratio should be changed based on the detected rotational speed of the drive shaft and the relationship set by the speed change relationship setting means, the speed change transmission means is changed to the determined speed ratio. A power output device comprising: shift control means for driving and controlling the motor.   The power output apparatus according to claim 1, wherein the predetermined condition is a condition that is established with an operation of an operator.   In the second relation, the rotation speed of the drive shaft that changes the speed ratio to the speed increasing side in the second relation is the rotation of the drive shaft that changes the speed ratio to the speed reduction side in the first relation. The power output apparatus according to claim 1 or 2, wherein the power output apparatus is determined to be equal to or greater than a number.   The speed change control means changes the speed of the motor to the determined speed ratio when it is determined that the speed ratio should be changed to the deceleration side when no driving force is output from the motor. 4. The means for driving and controlling the speed change transmission means so as to change to the determined speed ratio while driving and controlling the electric motor so as to be driven in a direction corresponding to the rotational speed after the rotation. The power output apparatus described.   The power output device according to any one of claims 1 to 4, wherein the shift transmission means is means for transmitting the power with at least two shift stages.   The power power input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and power to be input / output to any two of the three shafts is determined. 6. A means comprising: a three-axis power input / output means for determining power input / output to / from the remaining one shaft; and a generator capable of inputting / outputting power to / from the third rotating shaft. The power output device according to any one of the above.   The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor 6. A means for providing a counter-rotor motor for outputting at least a part of power from the internal combustion engine to the drive shaft by input and output of electric power and power by electromagnetic action of the rotor of No. 2. The power output apparatus described.   An automobile on which the power output device according to claim 1 is mounted and the drive shaft is mechanically connected to an axle.   The automobile according to claim 8, wherein the predetermined condition is a condition that is satisfied when the operator performs a shift operation to the brake range. The automobile according to claim 8 or 9, wherein
The speed change relationship setting means is a means for setting a relationship between a vehicle speed and a speed ratio in the speed change transmission means,
The rotational speed detection means is means for detecting a vehicle speed instead of the rotational speed of the drive shaft,
The speed change control means is configured to change the speed change ratio to the determined speed change ratio when it is determined that the speed change ratio is to be changed based on the detected vehicle speed and the relationship set by the speed change relation setting means. An automobile which is a means for driving and controlling the transmission means. A drive device connected to the internal combustion engine and connected to the drive shaft,
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power;
An electric motor that can input and output power;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
Normally, the first relationship is set as the relationship between the rotational speed of the drive shaft and the transmission gear ratio in the transmission transmission means, and the power power input / output tends to increase as the rotational speed of the drive shaft increases. When the predetermined condition for motoring the internal combustion engine is established by the means, a second speed ratio is determined so as to change the speed ratio with the rotational speed of the drive shaft on the lower rotational speed side than the first relationship. Shift relationship setting means for setting the relationship;
A rotational speed detection means for detecting the rotational speed of the drive shaft;
When it is determined that the speed ratio should be changed based on the detected rotational speed of the drive shaft and the relationship set by the speed change relationship setting means, the speed change transmission means is changed to the determined speed ratio. And a shift control means for controlling the driving of the driving device. An internal combustion engine, electric power input / output means connected to the output shaft and drive shaft of the internal combustion engine and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power; A power transmission / reception unit, a power storage unit capable of exchanging electric power with the motor, and a shift for transmitting power between the rotating shaft and the drive shaft of the motor with a variable gear ratio. A power output device control method comprising a transmission means,
(A) Normally, the first relationship is set as the relationship between the rotational speed of the drive shaft and the transmission gear ratio in the transmission transmission means, and the power tends to increase as the rotational speed of the drive shaft increases. When a predetermined condition for motoring the internal combustion engine by the power input / output means is established, the gear ratio is determined to be changed by the rotational speed of the drive shaft on the lower rotational speed side than the first relationship. Set the second relationship,
(B) detecting the rotational speed of the drive shaft;
(C) When it is determined that the speed ratio should be changed based on the detected rotational speed of the drive shaft and the relationship set by the relationship setting means, the speed change is performed so that the speed ratio is changed to the determined speed ratio. A method for controlling a power output device that controls driving of a transmission means.

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