JP2007106177A - Power output device, automobile and driving device loading this, and control method of power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To smoothly perform downshift by securing electric power required for synchronization of rotation speed of a second motor when the downshift of a transmission is required during motoring an engine with a first motor, in a vehicle where the first motor, the engine, and a driving shaft are connected to the sun gear of a planet gear, a carrier, and a ring gear, respectively, and the second motor is connected to the driving shaft via the transmission. <P>SOLUTION: When the downshift is required during motoring the engine with the first motor, the engine is shifted from the motoring state to an autonomous operation state (S410) when consumable electric power Pm2* of the second motor obtained by subtracting power consumption Pm1 of the first motor and auxiliary machine electric power Pa from output limit Wout of a battery for exchanging electric power with two motors is less than a threshold α and electric power obtained by subtracting the auxiliary machine electric power Pa from the output limit Wout is the threshold α or more (S340 and S370). In this state, positive torque is outputted from the second motor, and the downshift is performed synchronously with the rotation speed (S440). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention provides a power output device that outputs power to a drive shaft, an automobile that is mounted with the power output device and travels with the axle connected to the drive shaft, and a vehicle that includes an internal combustion engine and chargeable / dischargeable power storage means. The present invention relates to a drive device connected to an output shaft of an engine and a drive shaft connected to an axle, and a method for controlling a power output device.

Conventionally, as this type of power output device, a first motor generator, an engine, and an output shaft are connected to a sun gear, a carrier, and a ring gear of a planetary gear, and a second motor generator is connected to an output shaft through a transmission. The thing is proposed (for example, refer patent document 1). In this device, when an instruction to change the gear position is made, the output shaft and the second motor generator are disconnected by turning off the brake that was on, out of the two brakes provided in the transmission, and the rotation of the second motor generator. The second motor generator is controlled so that the number changes toward the synchronous rotational speed, and the gear position is changed by turning on the other brake when the rotational speed of the second motor generator matches the synchronous rotational speed. ing. In the rotational speed control for making the rotational speed of the second motor generator coincide with the synchronous rotational speed, the rotational speed of the second motor generator is electrically controlled when the output permission power from the battery is determined to be equal to or less than a predetermined value. If not possible, the gear position is changed by controlling the engagement pressures of the two brakes instead of controlling the rotation speed of the second motor generator.
JP 2004-203219 A

  As described above, in the above-described power output device, the rotation speed control of the second motor generator is executed when changing the shift speed based on the output permission power of the battery, but the power consumption of the first motor generator is considered. It has not been. When the first motor generator downshifts the engine while motoring the engine, the power consumption of the first motor generator is added to the power consumption of the second motor generator. There may be a case where it is not possible to secure the electric power necessary to match the synchronous rotation speed. On the other hand, in order to change the shift speed smoothly, it is desirable to execute rotation speed control with synchronization of the rotation speed of the second motor generator as much as possible.

  According to the power output device of the present invention, an automobile equipped with the power output device, a drive device, and a control method for the power output device, the speed ratio of the speed change transmission device is set to the electric motor during motoring of the internal combustion engine with power consumption. One of the purposes is to change the gear ratio after securing electric power necessary for synchronizing the rotation speed of the motor even when an instruction to increase the rotation speed is given. Another object of the present invention is to provide a power output apparatus, a vehicle equipped with the power output apparatus, a drive apparatus, and a control method for the power output apparatus, in which the gear ratio can be changed smoothly.

  In order to achieve at least a part of the above object, the power output apparatus of the present invention, the automobile on which the power output apparatus is mounted, the driving 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 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;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
A power storage means for exchanging power with the power drive input / output means and the motor;
When there is an instruction to change the speed ratio in the speed change transmission means in the direction of increasing the rotational speed of the motor while the internal combustion engine is being motored by the power power input / output means with the consumption of electric power. The motoring of the internal combustion engine is stopped and the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine operates independently. After the internal combustion engine is operated autonomously, the rotation speed of the motor is synchronized. And a control means for controlling the speed change transmission means and the electric motor so as to change the speed ratio of the speed change transmission means.

  In the power output apparatus of the present invention, the power ratio in the speed change transmission means is changed to increase the rotation speed of the electric motor while the internal combustion engine is being motored by the power power input / output means with the consumption of electric power. When instructed, the motoring of the internal combustion engine is stopped and the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine operates independently. After the internal combustion engine is operated independently, the rotation speed of the motor is synchronized. Accordingly, the transmission transmission means and the electric motor are controlled so that the transmission ratio of the transmission transmission means is changed. Therefore, even when an instruction is given to change the gear ratio of the transmission transmission device in the direction of increasing the rotation speed of the motor while motoring the internal combustion engine with the consumption of electric power, the rotation speed of the motor is synchronized. It is possible to change the gear ratio after securing the necessary power. As a result, the gear ratio can be changed smoothly.

  In such a power output apparatus of the present invention, the control means sets the speed ratio in the speed change transmission means during motoring of the internal combustion engine by the power power input / output means with consumption of electric power. When an instruction to increase the rotational speed is given, the internal combustion engine is motored when the speed ratio can be changed with synchronization of the rotational speed of the electric motor within the range of the output limit of the power storage means. Controlling the internal combustion engine, the electric power drive input / output means, the electric motor, and the speed change transmission means so that the gear ratio of the speed change transmission means is changed in synchronization with the rotation speed of the motor. When the gear ratio cannot be changed in synchronization with the rotation speed of the electric motor within the range of the output limit of the power storage means, the motoring of the internal combustion engine is stopped and the After the internal combustion engine and the power power input / output means are controlled so that the combustion engine operates independently, and the internal combustion engine operates autonomously, the transmission ratio of the transmission transmission means is changed with synchronization of the rotation speed of the motor. The shift transmission means and the electric motor are controlled so that the self-sustained operation of the internal combustion engine is stopped after the change of the gear ratio of the shift transmission means is completed, and the internal combustion engine is motored by the power power input / output means. The internal combustion engine and the power power input / output means can be controlled as described above. In this way, it is possible to secure the electric power necessary for synchronizing the rotation speed of the electric motor with the internal combustion engine being operated independently only when necessary. In this aspect of the power output apparatus of the present invention, the shift transmission means is a means capable of changing a gear ratio by changing an engagement state of a clutch capable of adjusting an engagement force, and the control means includes Even if motoring of the internal combustion engine is stopped, adjustment of the engagement force by half-engagement of the clutch is possible when the gear ratio cannot be changed with the rotation speed of the motor within the range of the output limit of the power storage means. It is also possible to use a means for controlling the transmission means so that the transmission ratio is changed. By so doing, it is possible to more reliably prevent the power storage means from being output exceeding the output limit when changing the speed ratio of the speed change transmission means. The power output apparatus according to the present invention of these aspects includes an auxiliary machine that is operated by electric power from the power storage means, and the control means consumes the power power input / output means necessary for motoring the internal combustion engine. Means for determining and controlling whether or not the electric power necessary for synchronizing the rotation speed of the electric motor can be output from the electric storage means within the range of the output limit of the electric storage means based on the electric power and the power consumption of the auxiliary machine It can also be assumed. In this way, it is possible to more accurately determine whether or not the electric power necessary for synchronizing the rotation speed of the electric motor can be output from the electric storage means within the range of the output limit of the electric storage means.

  In the power output apparatus of the present invention, the control means may be means for controlling the power power input / output means so that the internal combustion engine is motored with a shift operation by an operator. .

  Furthermore, the power output apparatus of the present invention may further include an output limit setting unit that sets an output limit of the power storage unit based on a state of the power storage unit.

  In the power output apparatus of the present invention, the power / power input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and is input / output to any two of the three shafts. It may be a means comprising a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the generated power, and a generator for inputting / outputting power to / from the third shaft, 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 It can also be a counter-rotor motor that rotates by relative rotation with the two rotors.

The automobile of the present invention
The power output apparatus of the present invention according to any one of the above-described embodiments, that is, a power output apparatus that basically outputs power to a drive shaft, the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft And an electric power input / output means for outputting at least part of the power from the internal combustion engine to the drive shaft by input / output of electric power and power, an electric motor capable of inputting / outputting power, and a changeable gear ratio. Shift transmission means for transmitting power between the rotating shaft of the motor and the drive shaft, power power input / output means and power storage means for exchanging power with the motor, and the power power with power consumption When the input / output means is instructed to change the speed ratio in the speed change transmission means in the direction of increasing the rotation speed of the electric motor while the internal combustion engine is being motored, the motor speed of the internal combustion engine is increased. And the power transmission input / output means is controlled so that the internal combustion engine operates independently, and the shift transmission means is synchronized with the rotation speed of the electric motor after the internal combustion engine is operated autonomously. The gist of the present invention is that a power output device including the speed change transmission means and a control means for controlling the electric motor is mounted so that the speed ratio is changed, and the axle is connected to the drive shaft.

  Since the power output device of the present invention is mounted in the automobile of the present invention, the same effect as the effect of the power output device of the present invention, for example, during the motoring of the internal combustion engine with power consumption Even when an instruction is given to change the gear ratio of the transmission device in the direction of increasing the rotation speed of the motor, the gear ratio can be changed after securing the power necessary for synchronizing the rotation speed of the motor. And the effect that the gear ratio can be changed smoothly can be obtained.

  In such an automobile of the present invention, it is provided with a braking force applying means for applying a braking force directly or indirectly to the axle, and the control means stops the motoring of the internal combustion engine and causes the internal combustion engine to operate independently. When controlling the internal combustion engine and the electric power drive input / output means, at least a part of the braking force output to the drive shaft accompanying motoring of the internal combustion engine is applied by the braking force applying means. It may be a means for controlling the braking force applying means to be replaced with power. By so doing, it is possible to suppress fluctuations in the driving force (braking force) output to the drive shaft when shifting from the motoring state of the internal combustion engine to the self-sustaining operation state.

The drive device of the present invention is
A drive device mounted on a vehicle including an internal combustion engine and chargeable / dischargeable power storage means and connected to an output shaft of the internal combustion engine and a drive shaft connected to the axle,
Electric power connected to the output shaft and the drive shaft of the internal combustion engine, capable of exchanging electric power with the power storage means, and outputting at least part of the power from the internal combustion engine to the drive shaft by input / output of electric power and power Power input / output means;
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
When there is an instruction to change the speed ratio in the speed change transmission means in the direction of increasing the rotational speed of the motor while the internal combustion engine is being motored by the power power input / output means with the consumption of electric power. The motoring of the internal combustion engine is stopped and the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine operates independently. After the internal combustion engine is operated autonomously, the rotation speed of the motor is synchronized. And a control means for controlling the speed change transmission means and the electric motor so as to change the speed ratio of the speed change transmission means.

  In the driving apparatus of the present invention, an instruction to change the gear ratio in the transmission transmission means to increase the rotation speed of the motor while the internal combustion engine is motored by the electric power input / output means with the consumption of electric power. When the engine is stopped, the motoring of the internal combustion engine is stopped and the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine operates independently. After the internal combustion engine is operated independently, the rotation speed of the motor is synchronized. Then, the transmission transmission means and the electric motor are controlled so that the transmission ratio of the transmission transmission means is changed. Therefore, even when an instruction is given to change the gear ratio of the transmission transmission device in the direction of increasing the rotation speed of the motor while motoring the internal combustion engine with the consumption of electric power, the rotation speed of the motor is synchronized. It is possible to change the gear ratio after securing the necessary power. As a result, the gear ratio can be changed smoothly.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, power power input / output means connected to the output shaft and the drive shaft of the internal combustion engine and outputting at least a part of the power from the internal combustion engine to the drive shaft by input and output of power and power; An electric motor capable of input / output, a transmission transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a changeable gear ratio, and exchanges electric power with the electric power input / output means and the electric motor. A power output device control method comprising:
When there is an instruction to change the speed ratio in the speed change transmission means in the direction of increasing the rotational speed of the motor while the internal combustion engine is being motored by the power power input / output means with the consumption of electric power. The motoring of the internal combustion engine is stopped and the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine operates independently. After the internal combustion engine is operated autonomously, the rotation speed of the motor is synchronized. The transmission transmission means and the electric motor are controlled so that the transmission ratio of the transmission transmission means is changed.

  According to the control method of the power output apparatus of the present invention, the power ratio is increased in the speed change transmission means while the internal combustion engine is being motored by the power power input / output means with the consumption of electric power. When the instruction to change the direction is made, the motoring of the internal combustion engine is stopped and the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine operates autonomously. The transmission transmission means and the electric motor are controlled so that the transmission ratio of the transmission transmission means is changed with synchronization of the rotational speed. Therefore, even when an instruction is given to change the gear ratio of the transmission transmission device in the direction of increasing the rotation speed of the motor while motoring the internal combustion engine with the consumption of electric power, the rotation speed of the motor is synchronized. It is possible to change the gear ratio after securing the necessary power. As a result, the gear ratio can be changed smoothly.

  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 the configuration of a hybrid vehicle 20 equipped with a power output apparatus 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 the drive wheels 39a and 39b 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 and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 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. The motors MG1 and MG2 are both 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 and 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 a Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated 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). Note that 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 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. A charging / discharging current from an attached current sensor (not shown), a battery temperature from a temperature sensor 51 attached to the battery 50, and the like are input, and data on the state of the battery 50 is electronically controlled by communication as necessary. Output to unit 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.

  An air conditioner (air conditioner) 46 is connected to the power line 54 via an inverter 45, and the air conditioner 46 is driven and controlled by the hybrid electronic control unit 70 with electric power from 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 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, 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, and the like are input via the input port. Further, the hybrid electronic control unit 70 outputs a drive signal to the actuator (not shown) of the brakes B1 and B2 of the transmission 60, a drive signal to the brakes 89a and 89b that output a braking force to the drive wheels 39a and 39b, and the like. Has been. 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.

  In the hybrid vehicle 20 of the embodiment, the positions of the shift lever 81 detected by the shift position sensor 82 include a parking position (P position), a neutral position (neutral), a reverse position (R position), and a drive position (D position). ), Brake position (B), etc., and an upshift instruction position and downshift for instructing an upshift to change the speed ratio of the engine 22 to the vehicle speed V to six stages by shifting from the drive position And downshift instruction position. In the embodiment, such a shift that is shifted by the upshift instruction position and the downshift instruction position is referred to as a “sequential shift”.

  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, particularly, the operation when the transmission 60 is downshifted while traveling using sequential shift will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment when the vehicle is traveling using the sequential shift. This routine is repeatedly executed every predetermined time (for example, every several msec) when the shift position SP from the shift position sensor 82 is in a sequential shift.

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the shift position SP from the shift position sensor 82, Necessary for control of motors MG1 and MG2 rotation speeds Nm1 and Nm2, input / output limits Win and Wout of battery 50, charge / discharge request power Pb * of battery 50, auxiliary machine power Pa as power consumed by air conditioner 46, etc. A process of inputting correct data 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 input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. The limiting correction coefficient can be set, and the input / output limits Win and Wout can be set by multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient. FIG. 4 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 5 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout. The charge / discharge required power Pb * is input from the battery ECU 52 by communication from the battery ECU 52 as power to be charged / discharged by the battery ECU 52 based on the remaining capacity (SOC) of the battery 50 or the like. Auxiliary power Pa is input as detected by a power sensor (not shown) attached to inverter 45.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 6 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k.

  When the required power Pe * is set, the temporary target rotational speed Nettmp and the temporary target torque Tempmp of the engine 22 are set based on the set required power Pe * (step S120). In this setting, the temporary target rotational speed Netmp and the target torque Tentmp are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 7 shows an example of the operation line of the engine 22 and how the temporary target rotational speed Nettmp and the temporary target torque Tentmp are set. As shown in the figure, the temporary target rotational speed Nettmp and the temporary target torque Tentmp can be obtained from the intersection of the operation line and a curve having a constant required power Pe * (Netmp × Tempp).

  When the temporary target rotational speed Nettmp and the temporary target torque Tentmp are set, the lower limit rotational speed Nemin of the engine 22 is set based on the vehicle speed V and the shift position SP (step S130), and the set lower limit rotational speed Nemin and the temporary target rotational speed are set. The larger one of the numbers Netmp is set as the target rotational speed Ne * of the engine 22 (step S140). Here, in the embodiment, the lower limit rotational speed Nemin is obtained in advance by storing the relationship between the vehicle speed V, the shift position SP, and the lower limit rotational speed Nemin in the ROM 74 as a lower limit rotational speed setting map, and the vehicle speed V and the shift position. When SP is given, it is set by deriving the corresponding lower limit rotational speed Nemin from the stored map. An example of the lower limit rotational speed setting map is shown in FIG.

  When the target rotational speed Ne * is set, the required power Pe * set in step S110 is compared with the predetermined power Pref. When the required power Pe * is equal to or higher than the predetermined power Pref, the required power Pe * is divided by the target rotational speed Ne *. This is set as the target torque Te * of the engine 22, and when the required power Pe * is less than the predetermined power Pref, a fuel cut command is transmitted to the engine ECU 24 (step S150). Here, the predetermined power Pref is set as a lower limit of a region where the engine 22 can be efficiently operated, and is determined based on the engine 22 and the motor MG2.

  Then, using the set target rotational speed Ne *, the rotational speed Nr (k · V) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 * of the motor MG1 is given by the following equation (1). And the torque command Tm1 * of the motor MG1 is calculated by the equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S160). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 9 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. 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 rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the transmission 60 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Te * output from the engine 22 when the engine 22 is operated at the operation point of the target rotational speed Ne * and the target torque Te * is directly transmitted to the ring gear shaft 32a. Torque (hereinafter referred to as direct torque Ter) and torque that torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term. Considering the case where the accelerator pedal 83 is turned off while traveling using a sequential shift, a relatively small value is set as the required power Pe * although it depends on the required charge / discharge power Pb *. When the required power Pe * is less than the predetermined power Pref and the engine 22 is fuel-cut, the motor MG1 is controlled so that the engine 22 is motored at the target rotational speed Ne * with the lower limit rotational speed Nemin as the lower limit. Become. In this case, a braking torque (−Tm1 * / ρ) having a magnitude obtained by dividing the torque Tm1 * output from the motor MG1 by the gear ratio ρ of the power distribution and integration mechanism 30 is output to the ring gear shaft 32a as an engine brake. An example of the alignment chart of the power distribution and integration mechanism 30 in this state is shown in FIG.

Nm1 * = Ne * ・ (1 + ρ) / ρ-k ・ V / ρ (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). Further, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S170). Calculated by equation (5) (step S180), and with the calculated torque limits Tmin and Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S190). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 9 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  When the target engine speed Ne *, target torque Te *, and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are thus set, it is determined whether or not a shift request is made to change the gear position of the transmission 60. Determination is made (step S200). Here, in the embodiment, the shift request is made at a predetermined timing based on the vehicle speed V and the required torque Tr *. If it is determined that no shift request has been made, flags F1, F2, and F3 described later are reset to a value of 0 (step S210), and a value of 0 is set to the brake torque Tb * to be output from the brakes 89a and 89b. (Step S220), the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40, and the brake torque Tb * is transmitted. The brakes 89a and 89b are driven and controlled (step S260), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  On the other hand, if it is determined that a shift request has been made, a shift process routine illustrated in FIG. 11 is executed (step S230). Hereinafter, the description of the drive control routine of FIG. 3 will be interrupted and the shift process routine of FIG. 11 will be described. In the shift process routine, the CPU 72 of the hybrid electronic control unit 70 first determines whether the shift request is a downshift request (step S300). If it is determined that the shift request is not a downshift, that is, if it is determined that a shift request is an upshift, it is determined whether or not a shift is in progress (step S430). Shift control is started (step S440), and when it is determined that a shift is in progress, the shift process routine is terminated. The upshift control is a process of changing from a Lo gear state in which the brake B1 is off and the brake B2 is on to a Hi gear state in which the brake B1 is on and the brake B2 is off, and details thereof are the core of the present invention. Omitted because it does not.

  On the other hand, when it is determined that a shift request for downshifting is performed, the value of the flag F1 is checked (step S310). When the flag F1 is determined to be 0, the flag F1 is set to 1 (step S320), and the drive control is performed. The torque command Tm1 * set in step S160 of the routine is multiplied by the current rotational speed Nm1 to calculate the motor power consumption Pm1 of the motor MG1, and the calculated motor power consumption Pm1 and auxiliary power Pa are limited to the output of the battery 50. The motor consumable power Pm2 * as the power that can be consumed by the motor MG2 by subtracting from Wout is calculated (step S330), and the calculated motor consumable power Pm2 * is compared with the threshold value α (step S340). Here, the threshold value α is shifted down in synchronization with the rotational speed Nm2 of the motor MG2 by outputting a positive torque from the motor MG2 with the motor MG2 and the ring gear shaft 32a disconnected. Is determined based on the specifications of the motor MG2 and the transmission 60. When it is determined that the motor consumable power Pm2 * is equal to or greater than the threshold value α, it is possible to secure the power necessary for downshifting with the synchronization of the rotational speed Nm2 of the motor MG2 within the range of the output limit Wout of the battery 50. Since it is determined that it is possible, a value 1 is set in the flag F2 and a value 0 is set in the flag F3 (step S350). Here, the flag F2 is a flag for determining whether or not the downshift is permitted with the synchronization of the rotational speed Nm2 of the motor MG2, and the flag F3 is the motor prior to the downshift with the synchronization of the rotational speed Nm2 of the motor MG2. This is a flag for determining whether or not to shift from the state in which the engine 22 is motored by the MG1 to the state in which the motor MG1 is stopped and the engine 22 is operated independently. On the other hand, when it is determined that the motor consumable power Pm2 * is less than the threshold value α, it is determined whether or not the motor 22 is being motored by the motor MG1 (step S360), and the output limit of the battery 50 is limited. The power (Wout−Pa) obtained by subtracting the auxiliary machine power Pa from Wout is compared with the threshold value α (step S370). When the engine MG1 is being motored by the motor MG1 and it is determined that the power (Wout-Pa) obtained by subtracting the auxiliary power Pa from the output limit Wout is equal to or greater than the threshold value α, the motor MG1 In the ring state, the electric power necessary for downshifting with the synchronization of the rotation speed Nm2 of the motor MG2 within the range of the output limit Wout of the battery 50 cannot be secured, but the engine 22 by the motor MG1 is not secured. If the motoring is stopped, it is determined that the electric power necessary for downshifting with the synchronization of the rotational speed Nm2 of the motor MG2 can be secured within the range of the output limit Wout, and the flag F2 has a value of 1 And a value 1 is set to the flag F3 (step S380), and step S14 of the drive control routine is set. A self-sustained operation command is transmitted to the engine ECU 24 so that the engine 22 operates independently at the target rotational speed Ne * set in step S390 (step S390), and the torque command Tm1 * set in step S160 is corrected to 0 (step S400). Then, the torque command Tm2 * of the motor MG2 is corrected by dividing the required torque Tr * by the gear ratio Gr of the transmission 60 (step S410). That is, the motor MG1 is stopped from the state where the engine 22 is motored by the motor MG1 while the required torque Tr * is basically maintained, and the state is shifted to a state where the engine 22 is operated independently. When it is determined that the engine 22 is not being motored or the power (Wout-Pa) obtained by subtracting the auxiliary power Pa from the output limit Wout is determined to be less than the threshold value α, the motor MG1 is stopped and the engine It is determined that the power necessary for downshifting with the synchronization of the rotational speed Nm2 of the motor MG2 cannot be secured within the range of the output limit Wout even when the state shifts to the state where the motor 22 is operated independently, and the flag F2 A value 0 is set to 0 and a value 0 is set to the flag F3 (step S420).

  When the flags F2 and F3 are thus set, it is determined whether or not a shift is being performed (step S430). When it is determined that a shift is not being performed, downshift control is started (step S440) and the shift processing routine is terminated. . Here, the downshift control is a process of changing from a Hi gear state in which the brake B1 is on and the brake B2 is off to a Lo gear state in which the brake B1 is off and the brake B2 is on, details of which will be described later. After the downshift control is started, the flag F1 is determined to have a value of 1 in step S310 until the processing is completed. Therefore, the values of the flags F2 and F3 are examined (steps S450 and S460), and the flag F2 has a value of 0. If the flag F3 is determined to be 0, the shift processing routine is terminated as it is. If both the flag F2 and the flag F3 are determined to be 1, the process proceeds to step S390 and the processes of steps S390 to S410, S430 are performed. By executing, the self-sustained operation of the engine 22 is maintained and the shift processing routine is ended.

  Returning to the drive control routine of FIG. 3 and executing the shift process routine in this way, it is determined whether or not the required torque Tr * is a negative torque (step S240), and it is determined that the required torque Tr * is not a negative torque. When it is determined that it is greater than or equal to 0, the brake torque Tb * is set to a value of 0 (step S220). When it is determined that the required torque Tr * is a negative torque, the braking torque corresponding to the required torque Tr * is applied to the brakes 89a and 89b. The brake torque Tb * to be output from the brakes 89a and 89b is set by the following equation (6) so that the torque command Tm2 * of the motor MG2 is corrected to the value 0 (step S250). It transmits to ECU24 and motor ECU40, and controls brake 89a, 89b with brake torque Tb * Step S260), and terminates the drive control routine. Here, in Expression (6), “Gb” is a conversion coefficient (gear ratio) for converting braking torque acting on the ring gear shaft 32a into braking torque acting on the drive wheels 39a and 39b. As shown in Expression (6), the brake torque Tb * is set such that the braking torque to be output from the motor MG2 can be replaced with the braking torque output from the brakes 89a and 89b. When shifting from the state in which the motor 22 is motored by the motor MG1 to the state in which the motor MG1 is stopped and the engine 22 is autonomously operated, the direct torque Tor that is output to the ring gear shaft 32a side along with the motoring of the engine 22 Since (braking torque) is eliminated, the insufficient braking torque is also replaced by the braking torque from the brakes 89a and 89b.

  Tb * = Gb * ・ (Tr * + Tm1 * / ρ) (6)

  Next, the downshift control executed in step S440 of the shift process routine will be described. FIG. 12 is a flowchart showing an example of a downshift control routine executed by the hybrid electronic control unit 70. When the downshift control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first performs processing to determine whether preparation for downshifting is completed (step S500). This process determines whether or not the time required for the transition has elapsed when the motor MG1 is stopped and the engine MG1 is stopped to shift to the state where the engine 22 is operated independently. When the braking torque to be output from the motor MG2 is replaced with the braking torque output from the brakes 89a and 89b, it is determined whether or not the time required for the replacement has elapsed. If it is determined that preparation for downshifting has been completed, then the value of the flag F2 is examined (step S510). If the flag F2 is determined to be 1, the downshift control with the synchronization of the rotational speed Nm2 of the motor MG2 is permitted, so the brake B1 is turned off (step S520), and the drive control routine and the shift described above are performed. The torque command Tm2 * of the motor MG2 set in the processing routine is corrected with the minimum positive torque Tmin2 necessary for downshifting the motor MG2 in synchronization with the rotation speed Nm2 as a lower limit (step S530). Then, the vehicle speed V and the rotational speed Nm2 of the motor MG2 are input (step S540), the rotational speed Nr of the ring gear shaft 32a is calculated by multiplying the input vehicle speed V by the conversion factor k (step S550), and the calculated ring gear is calculated. Multiplying the rotational speed Nr of the shaft 32a by the gear ratio Glo of the Lo gear, the post-shifting rotational speed Nm2 * as the rotational speed of the motor MG2 after the downshift is calculated (step S560), and the current rotational speed Nm2 of the motor MG2 is The process returns to step S530 until it reaches the vicinity of the speed Nm2 * after the shift, and the processes of steps S530 to S560 are repeatedly executed (step S570). When the rotational speed Nm2 of the motor MG2 reaches the vicinity of the post-shifting rotational speed Nm2 *, the brake B2 is turned on (step S640), and the downshift control routine is terminated. FIG. 13 shows an example of a collinear diagram of the transmission 60 when downshifting. In the figure, the S1 axis indicates the rotational speed of the sun gear 61 of the double pinion planetary gear mechanism 60a, and the R1 and R2 axes indicate the rotational speeds of the ring gears 62 and 66 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b. The C1 and C2 axes indicate the rotational speeds of the carriers 64 and 68 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b, which are the rotational speeds of the ring gear shaft 32a, and the S2 axis indicates the rotational speed of the motor MG2. The rotational speed of the sun gear 65 of the single-pinion planetary gear mechanism 60b is shown. Further, in the figure, the solid line is a collinear diagram of the state of the Hi gear, and the broken line indicates the time change of the collinear line when downshifting from the state of the Hi gear to the state of the Lo gear. As shown in the drawing, in the state of the Hi gear, the brake B1 is on and the brake B2 is off. When the brake B1 is turned off from this state, the motor MG2 is disconnected from the ring gear shaft 32a. Here, when a positive torque (torque greater than the above-described positive torque Tmin2) is output from the motor MG2, the rotational speed Nm2 of the motor MG2 increases due to the torque. Then, when the brake B2 is turned on when the rotation speed Nm2 of the motor MG2 is in the vicinity of the post-shift rotation speed Nm2 * corresponding to the Lo gear, the motor MG2 and the ring gear shaft 32a are connected in the Lo gear state.

  On the other hand, if the flag F2 is determined to be 0, downshift control with synchronization of the rotational speed Nm2 of the motor MG2 is not permitted, so the brake B1 is turned off (step S580) and the brake B2 is turned on. The friction engagement is performed (step S590), the vehicle speed V and the rotation speed Nm2 of the motor MG2 are input (step S600), and the rotation speed Nr of the ring gear shaft 32a is calculated by multiplying the input vehicle speed V by the conversion coefficient k ( In step S610), the calculated rotation speed Nm2 * as the rotation speed of the motor MG2 after downshift is calculated by multiplying the calculated rotation speed Nr of the ring gear shaft 32a by the gear ratio Glo of the Lo gear (step S620), and the motor MG2 Waiting for the current rotation speed Nm2 to reach the vicinity of the rotation speed Nm2 * after the shift (step S630), the brake B As one (step S640), and terminates the downshift control routine.

  According to the hybrid vehicle 20 of the embodiment described above, when a shift request for downshifting the transmission 60 is made while the engine 22 is being motored by the motor MG1, the motor MG1 is output from the output limit Wout of the battery 50. The motor consumable power Pm2 * (Wout−Pm1−Pa) is calculated as the power that may be consumed by the motor MG2 by reducing the power consumption Pm1 of the air conditioner 46 and the power consumption Pa of the air conditioner 46, and the calculated motor consumable power Pm2 When * is greater than or equal to the threshold value α, the motor MG2 and the transmission 60 are controlled so as to be downshifted in synchronization with the rotational speed Nm2 of the motor MG2 while the engine 22 is motored, and the motor-consumable power Pm2 When * is less than the threshold value α, is the motor 22 being motored by the motor MG1? The motor MG1 and the transmission 60 are shifted so that the motor MG1 is stopped and the engine 22 is shifted to a state where the engine 22 is autonomously operated, and the engine MG2 is downshifted in synchronization with the rotational speed Nm2 of the motor MG2. Therefore, even when a shift request for downshifting the transmission 60 is made during motoring of the engine 22 by the motor MG1, electric power necessary for synchronizing the rotational speed Nm2 of the motor MG2 is obtained. The downshift can be ensured more reliably. As a result, the downshift of the transmission 60 can be performed smoothly. Moreover, when the motor MG1 is motored by the motor MG1 and the motor MG1 is stopped and the engine 22 is shifted to a state where the engine 22 is operated autonomously, the braking output to the ring gear shaft 32a as the engine 22 motors. Since the torque is replaced by the braking torque output from the brakes 89a and 89b, the torque corresponding to the required torque Tr * can be output to the ring gear shaft 32a even in this case.

  In hybrid vehicle 20 of the embodiment, motor consumable power Pm2 * is calculated as power that may be consumed by motor MG2 by subtracting power consumption Pm1 of motor MG1 and auxiliary power Pa from output limit Wout of battery 50. However, the motor-consumable power Pm2 * may be calculated by simply subtracting the power consumption Pm1 of the motor MG1 from the output limit Wout of the battery 50 without considering the auxiliary machine power Pa. In this case, in step S370 of the shift process routine, the output limit Wout of the battery 50 may be simply compared with the threshold value α.

  The hybrid vehicle 20 of the embodiment has been described as a process when a shift request for a downshift is made while the engine 22 is being motored by the motor MG1 while traveling using a sequential shift. The present invention is not limited to when traveling using a shift, and may be applied to any case where a downshift is requested while the engine 22 is being motored by the motor MG1 with power consumption. .

  In the hybrid vehicle 20 of the embodiment, when the shift request of the transmission 60 is made, the brakes 89a and 89b are controlled so that the braking torque corresponding to the required torque Tr * is output when the required torque Tr * is a negative torque. However, it is possible to output a braking torque that is slightly different from the braking torque corresponding to the required torque Tr *, or to output no braking torque from the brakes 89a and 89b.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 that can change gears with two speeds of Hi and Lo is used. However, the speed of the transmission 60 is not limited to two, but three or more. It is good also as this gear stage. Further, although a stepped transmission is used as the transmission 60, a continuously variable transmission may be used.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 39c and 39d in FIG. 14) 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).

  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 embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output device as one embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. 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 operation line of the engine 22, and temporary target rotational speed Nettmp and temporary target torque Tentmp are set. It is explanatory drawing which shows an example of the map for a minimum rotation speed setting. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; It is explanatory drawing which shows an example of the alignment chart of the power distribution integration mechanism 30 when the motor 22 is motoring the motor MG1. 5 is a flowchart showing an example of a shift process routine executed by the hybrid electronic control unit 70. 5 is a flowchart showing an example of a downshift control routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the alignment chart of the transmission 60 at the time of downshifting. 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 drive wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45 inverter, 46 air conditioner Schoner (air conditioner), 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary tooth of single pinion Mechanism, 61 sun gear, 62 ring gear, 63a first pinion gear, 63b second 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, 89a, 89b brake, 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 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;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
A power storage means for exchanging power with the power drive input / output means and the motor;
When there is an instruction to change the speed ratio in the speed change transmission means in the direction of increasing the rotational speed of the motor while the internal combustion engine is being motored by the power power input / output means with the consumption of electric power. The motoring of the internal combustion engine is stopped and the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine operates independently. After the internal combustion engine is operated autonomously, the rotation speed of the motor is synchronized. And a control means for controlling the shift transmission means and the electric motor so that the transmission ratio of the shift transmission means is changed.   The control means changes the gear ratio in the speed change transmission means to increase the rotation speed of the electric motor while the internal combustion engine is being motored by the power power input / output means with the consumption of electric power. When the instruction is given, the rotation of the electric motor can be performed while the internal combustion engine is being motored when the gear ratio can be changed in synchronization with the rotation speed of the electric motor within the range of the output limit of the power storage means. The internal combustion engine, the power drive input / output unit, the motor, and the shift transmission unit are controlled such that the transmission ratio of the shift transmission unit is changed with the synchronization of the number, and within the range of the output limit of the power storage unit. When the gear ratio cannot be changed with synchronization of the rotation speed of the motor, the motoring of the internal combustion engine is stopped and the internal combustion engine is operated independently. The transmission transmission means and the electric motor are controlled so that the gear ratio of the transmission transmission means is changed in synchronization with the rotation speed of the electric motor after controlling the electric power drive input / output means and operating the internal combustion engine independently. The internal combustion engine and the power power input / output are controlled so that the self-sustained operation of the internal combustion engine is stopped and the internal combustion engine is motored by the power power input / output means after controlling and changing the speed ratio of the speed change transmission means. The power output apparatus according to claim 1, wherein the power output apparatus is a means for controlling the means. The power output device according to claim 2,
The shift transmission means is a means capable of changing a gear ratio by changing an engagement state of a clutch capable of adjusting an engagement force.
The control means, when stopping the motoring of the internal combustion engine, is unable to change the gear ratio within the range of the output limit of the power storage means with the synchronization of the rotation speed of the electric motor. A power output device that is a means for controlling the speed change transmission means so that the speed change ratio is changed with the adjustment of the engagement force by the combination. The power output device according to claim 2 or 3,
Comprising an auxiliary machine operated by electric power from the power storage means,
The control means rotates the electric motor within a range of output restriction of the power storage means based on power consumption of the power drive input / output means and power consumption of the auxiliary machine necessary for motoring the internal combustion engine. A power output apparatus, which is a means for determining and controlling whether or not electric power necessary for synchronizing the numbers can be output from the power storage means.   The power output device according to any one of claims 1 to 4, wherein the control means is means for controlling the electric power power input / output means so that the internal combustion engine is motored with a shift operation of an operator.   The power output apparatus according to any one of claims 1 to 5, further comprising an output limit setting unit configured to set an output limit of the power storage unit based on a state of the power storage unit.   The power power input / output means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the remaining shaft based on the power input / output to any two of the three shafts. The power output apparatus according to any one of claims 1 to 6, further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator and a generator for inputting / outputting power to / from the third shaft.   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 The power output device according to any one of claims 1 to 6, wherein the power output device is a counter-rotor motor rotating by relative rotation with the second rotor.   An automobile comprising the power output device according to any one of claims 1 to 8 and an axle connected to the drive shaft. The automobile according to claim 9,
A braking force applying means for directly or indirectly applying a braking force to the axle;
When the control means stops the motoring of the internal combustion engine and controls the internal combustion engine and the power drive input / output means so that the internal combustion engine operates independently, the control means accompanies motoring of the internal combustion engine. An automobile that controls the braking force application means so that at least a part of the braking force output to the drive shaft is replaced by the braking force applied by the braking force application means. A drive device mounted on a vehicle including an internal combustion engine and chargeable / dischargeable power storage means and connected to an output shaft of the internal combustion engine and a drive shaft connected to the axle,
Electric power connected to the output shaft and the drive shaft of the internal combustion engine, capable of exchanging electric power with the power storage means, and outputting at least part of the power from the internal combustion engine to the drive shaft by input / output of electric power and power Power input / output means;
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
When there is an instruction to change the speed ratio in the speed change transmission means in the direction of increasing the rotational speed of the motor while the internal combustion engine is being motored by the power power input / output means with the consumption of electric power. The motoring of the internal combustion engine is stopped and the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine operates independently. After the internal combustion engine is operated autonomously, the rotation speed of the motor is synchronized. And a control means for controlling the transmission transmission means and the electric motor so that a transmission ratio of the transmission transmission means is changed. An internal combustion engine, power power input / output means connected to the output shaft and the drive shaft of the internal combustion engine and outputting at least a part of the power from the internal combustion engine to the drive shaft by input and output of power and power; An electric motor capable of input / output, transmission transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio, and exchanges electric power with the electric power input / output means and the electric motor. A power output device control method comprising:
When there is an instruction to change the speed ratio in the speed change transmission means in the direction of increasing the rotational speed of the motor while the internal combustion engine is being motored by the power power input / output means with the consumption of electric power. The motoring of the internal combustion engine is stopped and the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine operates independently. After the internal combustion engine is operated autonomously, the rotation speed of the motor is synchronized. A control method for a power output apparatus, comprising: controlling the transmission transmission means and the electric motor so that a transmission ratio of the transmission transmission means is changed.

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