JP2007269155A - Controller for power train - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress a sound to be generated in a transmission due to the fluctuation of the output torque of an engine. <P>SOLUTION: An ECU executes a program including the following steps wherein an MG(2) is controlled so that the output torque of the MG(2) for transmitting torque through a transmission to an output shaft can be turned to be "0", and such a status that an accelerator opening is "0" (status that an engine is put in an idle status) continues for a predetermined time T(1) (S100; YES), and when such a status that the speed is turned to be "0", and an engine revolution speed is equal to or below a threshold NE(0), and an oil temperature is a threshold T or more continues only for a predetermined time T(2) (S110; YES), a solenoid valve is controlled so that a line pressure can be put in a low pressure status (S130), and a speed change level is set to a high speed level H (S160). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a power train control device, and more particularly to controlling a power train having an engine that transmits torque to an output shaft connected to drive wheels and a rotating electrical machine that transmits torque to the output shaft via a transmission. Related to technology.

  In recent years, a hybrid vehicle that assists an engine with a torque output from a rotating electric machine such as a motor or runs a vehicle has been attracting attention. Some hybrid vehicles transmit torque output from a rotating electrical machine to drive wheels via a transmission having a plurality of shift speeds (speed ratios). As this transmission, for example, a transmission including a planetary gear is used.

  Japanese Patent Laid-Open No. 2005-207304 (Patent Document 1) can increase or decrease the torque transmitted between the motor generator and the output shaft in accordance with a gear ratio set by a transmission including a planetary gear mechanism (planetary gear). A hybrid drive device (power train) is disclosed. The hybrid drive device described in Patent Document 1 includes an output shaft that transmits engine torque to drive wheels, and a motor generator coupled to the output shaft via a transmission.

According to the hybrid drive device described in this publication, the torque output from the motor generator can be increased by the transmission and transmitted to the output shaft during powering when the motor generator outputs torque. Therefore, the motor generator can be reduced in capacity or size. Further, for example, when the rotation speed of the output shaft increases, the gear ratio is decreased to decrease the rotation speed of the motor generator. When the rotation speed of the output member decreases, the gear ratio is increased to assist. The rotational speed of the power source can be increased.
JP-A-2005-207304

  In the hybrid drive device described in JP-A-2005-207304, it can be said that the transmission of the motor generator and the engine are connected to each other via an output shaft. In such a power train, especially when the vehicle is stopped, the output torque of the engine can be transmitted to the transmission via the output shaft. Therefore, when the output torque of the engine fluctuates, the planetary gear of the transmission rotates by the amount of backlash. At this time, a sound may be generated when the gears of the transmission collide with each other. This sound gives driver discomfort and drivability deteriorates. However, Japanese Patent Application Laid-Open No. 2005-207304 has no description regarding the sound generated in the transmission due to the fluctuation of the engine output torque.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a power train that can suppress noise generated in a transmission due to fluctuations in engine output torque. It is to provide a control device.

  A power train control device according to a first aspect of the present invention controls a power train having an engine that transmits torque to an output shaft connected to drive wheels and a rotating electrical machine that transmits torque to the output shaft via a transmission. To do. The control device adjusts the hydraulic pressure generated by the oil pump so that the oil pump is driven by the engine and the first value or the second value lower than the first value. Adjusting means for determining, a determining means for determining whether or not a predetermined condition relating to a sound generated in the transmission due to fluctuations in the output torque of the engine is satisfied, and a predetermined And control means for controlling the adjusting means so that the hydraulic pressure generated by the oil pump becomes the second value when the condition is satisfied.

  According to the first invention, the oil pump is driven by the engine. The hydraulic pressure generated by the oil pump is adjusted by the adjusting means so as to be one of the first value and the second value lower than the first value. The adjusting means is controlled so that the hydraulic pressure generated by the oil pump becomes the second value when a predetermined condition regarding the sound generated in the transmission due to the fluctuation of the engine output torque is satisfied. The Thereby, the engine load caused by driving the oil pump can be suppressed. Therefore, it is possible to suppress fluctuations in the engine output torque. As a result, it is possible to provide a power train control device that can suppress noise generated in the transmission due to fluctuations in the output torque of the engine.

  According to a second aspect of the present invention, there is provided a power train control device comprising: an engine that transmits torque to an output shaft coupled to drive wheels; a first gear ratio, and a second gear ratio that is smaller than the first gear ratio. A power train having a rotating electrical machine that transmits torque to the output shaft is controlled via a transmission that operates to achieve one of the gear ratios. The control device includes a determination unit for determining whether or not a predetermined condition regarding a sound generated in the transmission due to a change in the output torque of the engine is satisfied, and a predetermined condition. And a control means for controlling the transmission so that the second gear ratio is obtained.

  According to the second invention, when a predetermined condition regarding a sound generated in the transmission due to fluctuations in the output torque of the engine is satisfied, the second speed ratio that is smaller than the first speed ratio. The transmission is controlled so that As a result, compared with the case where the transmission is controlled so that the first gear ratio is large, the variation amount of the rotating electrical machine (the variation amount of the rotating shaft of the rotating electrical machine) with respect to the variation amount of the output shaft is reduced. Can be small. Therefore, when the rotation amount of the output shaft fluctuates due to fluctuations in the output torque of the engine, the rotation amount of the rotating electrical machine can be suppressed, and the collision of gears inside the transmission can be suppressed. As a result, it is possible to provide a power train control device that can suppress noise generated in the transmission due to fluctuations in the output torque of the engine.

  In the power train control device according to the third invention, in addition to the configuration of the first or second invention, the predetermined condition is a condition including at least a condition that the engine is in an idle state.

  According to the third aspect of the invention, when the engine is in an idle state, the output torque is likely to fluctuate so that noise is likely to be generated in the transmission. Therefore, at least the engine is in an idle state under a predetermined condition. Conditions are included. As a result, a condition that facilitates the generation of sound in the transmission can be set as a condition related to the sound generated in the transmission due to fluctuations in the output torque of the engine.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  With reference to FIG. 1, a power train of a hybrid vehicle equipped with a control device according to an embodiment of the present invention will be described. The control device according to the present embodiment is realized, for example, by a program executed by an ECU (Electronic Control Unit).

  As shown in FIG. 1, the power train includes an engine 100, an MG (Motor Generator) (1) 200, and a power split mechanism 300 that synthesizes or distributes torque between the engine 100 and the MG (1) 200. , MG (2) 400 and transmission 500 are mainly configured.

  The engine 100 is a known power device that outputs power by burning fuel such as a gasoline engine or a diesel engine, and electrically operates the operating state such as the throttle opening (intake amount), the fuel supply amount, and the ignition timing. It is configured to be controllable. The control is performed, for example, by ECU 1000 mainly composed of a microcomputer.

  The MG (1) 200 is a three-phase AC rotating electric machine as an example, and is configured to generate a function as an electric motor (motor) and a function as a generator (generator). It is connected to a power storage device 700 such as a battery via an inverter 210. By controlling the inverter 210, the output torque or regenerative torque of the MG (1) 200 is set appropriately. The control is performed by the ECU 1000. The stator (not shown) of MG (1) 200 is fixed and is not rotated.

  The power split mechanism 300 includes a sun gear (S) 310 that is an external gear, a ring gear (R) 320 that is an internal gear arranged concentrically with the sun gear (S) 310, and the sun gear (S). This is a known gear mechanism that generates a differential action by using a carrier (C) 330 that rotates and revolves a pinion gear meshing with 310 and a ring gear (R) 320 as three rotating elements. An output shaft of the engine 100 is connected to a carrier (C) 330 that is a first rotating element via a damper 110. In other words, the carrier (C) 330 is an input element.

  On the other hand, the rotor (not shown) of MG (1) 200 is connected to sun gear (S) 310 which is the second rotating element. Therefore, the sun gear (S) 310 is a so-called reaction force element, and the ring gear (R) 320 that is the third rotation element is an output element. The ring gear (R) 320 is connected to an output shaft 600 connected to drive wheels (not shown).

  FIG. 2 shows an alignment chart of the power split mechanism 300. As shown in FIG. 2, when the reaction torque generated by MG (1) 200 is input to sun gear (S) 310 with respect to the torque output from engine 100 input to carrier (C) 330, these torques are added or subtracted. The torque having the magnitude appears in the ring gear (R) 320 serving as an output element. In that case, the rotor of MG (1) 200 rotates by the torque, and MG (1) 200 functions as a generator. Further, when the rotation speed (output rotation speed) of the ring gear (R) 320 is constant, the rotation speed of the engine 100 is continuously (steplessly) changed by changing the rotation speed of the MG (1) 200. ) Can be changed. In other words, control for setting the rotation speed of engine 100 to, for example, the rotation speed with the best fuel efficiency can be performed by controlling MG (1) 200. The control is performed by the ECU 1000.

  If engine 100 is stopped during traveling, MG (1) 200 is rotating in the reverse direction, and when MG (1) 200 is caused to function as an electric motor and torque is output in the forward rotation direction, carrier ( C) Torque is applied to the engine 100 connected to 330 in the direction of normal rotation, and the engine 100 can be started (motored or cranked) by the MG (1) 200. In that case, torque in a direction to stop the rotation acts on the output shaft 600. Therefore, the driving torque for traveling can be maintained by controlling the torque output from MG (2) 400, and at the same time, engine 100 can be started smoothly. This type of hybrid type is called a mechanical distribution type or a split type.

  Returning to FIG. 1, MG (2) 400 is a three-phase AC rotating electric machine as an example, and is configured to generate a function as a motor and a function as a generator. A power storage device 700 such as a battery is connected via an inverter 410. By controlling the inverter 410, power running and regeneration and torque in each case are controlled. Note that the stator (not shown) of MG (2) 400 is fixed and does not rotate.

  The transmission 500 is configured by a set of Ravigneaux planetary gear mechanisms. A first sun gear (S1) 510 and a second sun gear (S2) 520, which are external gears, are provided, and the first pinion 531 meshes with the first sun gear (S1) 510, and the first The pinion 531 meshes with the second pinion 532, and the second pinion 532 meshes with the ring gear (R) 540 arranged concentrically with the sun gears 510 and 520.

  Each pinion 531 and 532 is held by a carrier (C) 550 so as to rotate and revolve freely. Further, the second sun gear (S 2) 520 is meshed with the second pinion 532. Therefore, the first sun gear (S1) 510 and the ring gear (R) 540 form a mechanism corresponding to the double pinion type planetary gear mechanism together with the pinions 531 and 532, and the second sun gear (S2) 520 and the ring gear (R). 540 and the second pinion 532 constitute a mechanism corresponding to a single pinion planetary gear mechanism.

  Further, the transmission 500 is provided with a B1 brake 561 that selectively fixes the first sun gear (S1) 510 and a B2 brake 562 that selectively fixes the ring gear (R) 540. These brakes 561 and 562 are so-called friction engagement elements that generate an engagement force by a friction force, and a multi-plate type engagement device or a band type engagement device can be adopted. And these brakes 561 and 562 are comprised so that the torque capacity may change continuously according to the engaging force by oil_pressure | hydraulic. Further, the above-described MG (2) 400 is connected to the second sun gear (S2) 520. Carrier (C) 550 is connected to output shaft 600.

  Therefore, in the above-described transmission 500, the second sun gear (S2) 520 is a so-called input element, and the carrier (C) 550 is an output element. By engaging the B1 brake 561, the transmission ratio is “ A high speed stage greater than 1 ″ is set. By engaging the B2 brake 562 instead of the B1 brake 561, a low speed stage having a higher gear ratio than the high speed stage is set.

  The speed change between the respective speeds is executed based on a traveling state such as a vehicle speed and a required driving force (or accelerator opening). More specifically, the shift speed region is determined in advance as a map (shift diagram), and control is performed so as to set one of the shift speeds according to the detected driving state.

  FIG. 3 shows an alignment chart of the transmission 500. As shown in FIG. 3, if the ring gear (R) 540 is fixed by the B2 brake 562, the low speed stage L is set, and the torque output from the MG (2) 400 is amplified according to the gear ratio, and is output to the output shaft 600. Added. On the other hand, if the first sun gear (S1) 510 is fixed by the B1 brake 561, the high speed stage H having a smaller gear ratio than the low speed stage L is set. Since the gear ratio at the high speed stage H is also larger than “1”, the torque output from the MG (2) 400 is increased according to the gear ratio and added to the output shaft 600.

  In the state where the gears L and H are constantly set, the torque applied to the output shaft 600 is a torque obtained by increasing the output torque of the MG (2) 400 according to the gear ratio. In the shift transition state, the torque is affected by the torque capacity at each brake 561 and 562, the inertia torque accompanying the change in the rotational speed, and the like. Further, the torque applied to the output shaft 600 is a positive torque in the driving state of the MG (2) 400, and is a negative torque in the driven state.

  As shown in FIG. 4, this hybrid vehicle is provided with a hydraulic control device 800 that supplies / discharges hydraulic pressure to / from the brakes 561 and 562 and controls the engagement / release.

  The hydraulic control device 800 adjusts (adjusts) the hydraulic pressure generated by the mechanical oil pump 810, the electric oil pump 820, and the oil pumps 810 and 820 to the line pressure, and uses the line pressure as the original pressure. And a hydraulic circuit 830 that supplies and discharges the adjusted hydraulic pressure to and from the brakes 561 and 562 and supplies oil for lubrication to appropriate locations.

  Mechanical oil pump 810 is a pump that is driven by engine 100 to generate hydraulic pressure, and is disposed coaxially on the output side of damper 110, for example, and receives torque from engine 100 to operate. On the other hand, the electric oil pump 820 is a pump driven by a motor (not shown), is attached to an appropriate location such as the outside of a casing (not shown), and draws electric power from a power storage device such as a battery. It operates in response to the hydraulic pressure. Electric oil pump 820 is controlled by ECU 1000 to generate a desired oil pressure. For example, the rotational speed of the electric oil pump 820 is feedback controlled.

  The hydraulic circuit 830 includes a plurality of solenoid valves, switching valves, or pressure regulating valves (not shown), and is configured to be able to electrically control pressure regulation and hydraulic supply / discharge. The control is performed by the ECU 1000. The temperature of the hydraulic oil flowing through the hydraulic circuit (hereinafter also referred to as oil temperature) is detected by the oil temperature sensor 1010, and a signal representing the detection result is transmitted to the ECU 1000.

  On the discharge side of each oil pump 810, 820, check valves 812, 822 are provided which open at the discharge pressure of the respective oil pumps 810, 820 and close in the opposite direction, and are provided in the hydraulic circuit 830. On the other hand, these oil pumps 810 and 820 are connected in parallel to each other.

  The solenoid valve 832 for adjusting the line pressure increases the discharge amount to increase the line pressure to the first hydraulic pressure P (1), and conversely reduces the discharge amount to the second hydraulic pressure P (2). The line pressure is controlled in two states, a low pressure state that lowers the line pressure.

  Since the power train described above includes two power sources of the engine 100 and the MG (2) 400, the fuel train can be effectively used to operate with low fuel consumption and a small amount of exhaust gas. Even when the engine 100 is driven, the rotational speed of the engine 100 is controlled by the MG (1) 200 so as to achieve the optimum fuel consumption. Further, the inertia energy of the vehicle is regenerated as electric power during the coast. When driving the MG (2) 400 for torque assist, when the vehicle speed is low, the transmission 500 is set to the low speed stage L to increase the torque applied to the output shaft 600, and when the vehicle speed is increased, The transmission 500 is set to the high speed stage H, and the rotational speed of the MG (2) 400 is relatively lowered to reduce the loss, so that efficient torque assist is executed.

  The hybrid vehicle described above can be driven by the power of the engine 100, travel using the engine 100 and the MG (2) 400, or travel using only the MG (2) 400. These travel modes are determined and selected based on the required drive amount such as the accelerator opening, the vehicle speed, the engine speed, the position of the shift lever (not shown) (shift position), and the like.

  As shown in FIG. 1, the accelerator opening is detected by an accelerator opening sensor 1020. The vehicle speed is detected by the vehicle speed sensor 1030. The engine speed is detected by the engine speed sensor 1040. A shift position is detected by the shift position sensor 1050.

  Furthermore, the parking brake switch 1060 detects the operating state of a parking brake (not shown). When the parking brake is operating, the parking brake switch 1060 is turned on. When the parking brake is not activated, the parking brake switch 1060 is turned off.

  With reference to FIG. 5, a control structure of a program executed by ECU 1000 that is the control device according to the present embodiment will be described. The program described below is repeated at a predetermined cycle.

  In step (hereinafter step is abbreviated as S) 100, ECU 1000 controls MG (2) 400 so that the output torque of MG (2) 400 becomes "0", and the accelerator opening is "0". In other words, it is determined whether or not the state in which the engine 100 is in the idling state has continued for a predetermined time T (1).

  A state in which the MG (2) 400 is controlled so that the output torque of the MG (2) 400 becomes “0” and the accelerator opening is “0” (a state in which the engine 100 is in an idle state) is determined in advance. If the time T (1) continues (YES in S100), the process proceeds to S110. Otherwise (NO in S100), this process ends.

  In S110, ECU 1000 has a vehicle speed of “0”, an engine speed of threshold value NE (0) or less, and a temperature of hydraulic oil (oil temperature) of threshold value T (0) or more. It is determined whether or not the state has continued for a predetermined time T (2). The state where the vehicle speed is “0”, the engine speed is equal to or lower than the threshold value NE (0), and the oil temperature is equal to or higher than the threshold value T (0) is continued for a predetermined time T (2). Then (YES in S110), the process proceeds to S120. Otherwise (NO in S110), this process ends.

  In S120, ECU 1000 determines whether or not solenoid valve 832 is controlled such that the line pressure is in a low pressure state. If solenoid valve 832 is controlled so that the line pressure is low (YES in S120), the process proceeds to S140. If not (NO in S120), the process proceeds to S130.

  In S130, ECU 1000 controls solenoid valve 832 so that the line pressure becomes a low pressure state.

  In S140, ECU 1000 determines whether or not transmission 500 is capable of shifting. One of the condition that the shift position is the P (parking) position and the condition that the shift position is the N (neutral) position, the vehicle speed is “0”, and the parking brake switch 1060 is on. Is satisfied, it is determined that shifting is possible. If transmission 500 is capable of shifting (YES in S140), the process proceeds to S150. Otherwise (NO in S140), this process ends.

  In S150, ECU 1000 determines whether or not the speed stage of transmission 500 is set to high speed stage H. If the shift speed of transmission 500 is set to high speed H (YES in S150), this process ends. If not (NO in S150), the process proceeds to S160. In S160, ECU 1000 upshifts to high speed stage H.

  An operation of ECU 1000 that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  When MG (2) 400 is controlled so that the output torque of MG (2) 400 becomes “0”, and the state where the accelerator opening is “0” continues for a predetermined time T (1) ( In S100, YES), it can be said that only the output torque from engine 100 in the idle state is transmitted to output shaft 600.

  In this state, torque is not transmitted from MG (2) 400 to transmission 500. Therefore, the tooth surface of the gear can be separated by the backlash in the transmission 500. Further, in the idle state, the output torque of engine 100 is likely to fluctuate. Therefore, when the rotational speed of the output shaft 600 varies due to the variation in the output torque of the engine 100, the gap between the gears is abruptly reduced within the transmission 500. Therefore, gears can collide with each other and sound can be generated.

  The sound generated by the collision between the gears becomes noticeable when the vehicle is stopped when the traveling sound of the vehicle is low. Further, since the output torque fluctuates more greatly as the engine speed is lower, the sound generated by the collision between the gears tends to increase. Furthermore, when the viscosity of the hydraulic oil is low due to the high oil temperature, the force acting on the sliding portion of the power train, such as the inside of the transmission 500, to suppress rotational fluctuation is small. Therefore, the sound generated due to the collision between the gears tends to increase. Therefore, when the vehicle is stopped, at a low rotation speed, and at a high oil temperature, the sound generated in the transmission 500 becomes significant.

  Therefore, a predetermined time T (2) in which the vehicle speed is “0”, the engine speed is equal to or lower than the threshold value NE (0), and the oil temperature is equal to or higher than the threshold value T (0). If it continues only (YES in S110), it can be said that it is necessary to suppress the sound generated in the transmission 500.

  In this case, if solenoid valve 832 is controlled so that the line pressure becomes a low pressure state (YES in S120), that state is maintained. If solenoid valve 832 is not controlled so that the line pressure is low (NO in S120), solenoid valve 832 is controlled so that the line pressure is low (S130).

  Thereby, the load applied to engine 100 by mechanical oil pump 810 can be suppressed. Therefore, fluctuations in the output torque of engine 100 can be suppressed. As a result, it is possible to suppress a sound generated when gears collide with each other in transmission 500.

  Further, in a state where transmission of transmission 500 is possible (YES in S140), if the shift stage of transmission 500 is not set to high speed stage H (NO in S150), upshifting to high speed stage H is performed. Is performed (S160). If the speed of transmission 500 is set to high speed H (YES at S150), that state is maintained.

  Thereby, as shown in FIG. 6, compared with the case where the low speed stage L is set, the fluctuation amount of the MG (2) 400 with respect to the fluctuation amount of the output shaft 600 (the fluctuation amount of the rotation axis of the MG (2) 400). ) Can be suppressed. Therefore, the amount of gear fluctuation in transmission 500 can be suppressed. As a result, it is possible to suppress the sound generated when the gears collide with each other.

  As described above, according to the ECU that is the control device according to the present embodiment, MG (2) is controlled so that the output torque of MG (2) becomes “0”, and the accelerator opening is “0”. ”(When the engine is in an idle state), the vehicle speed is“ 0 ”, the engine speed is equal to or lower than the threshold value NE (0), and the oil temperature is equal to or higher than the threshold value T (0). In this state, the solenoid valve is controlled so that the line pressure becomes a low pressure state. In this state, the transmission is controlled to be set to the high speed stage H. When the solenoid valve is controlled so that the line pressure is low, the load on the engine can be suppressed by the mechanical oil pump. Therefore, it is possible to suppress fluctuations in the engine output torque. As a result, it is possible to suppress the sound generated when the gears collide with each other in the transmission. When the gear stage is set to the high speed stage H, the fluctuation amount of MG (2) with respect to the fluctuation amount of the output shaft can be suppressed. As a result, the amount of gear fluctuation in the transmission can be suppressed. As a result, it is possible to suppress the sound generated when the gears collide with each other.

  The conditions for controlling the solenoid valve 832 so that the line pressure is in a low pressure state or setting the gear stage to the high speed stage H to suppress the sound generated in the transmission 500 are MG (2) MG (2) is controlled so that the output torque of the engine becomes “0”, the accelerator opening is “0” (the engine is idle), the vehicle speed is “0”, the engine The rotational speed is not limited to the threshold value NE (0) or less, and the oil temperature is not limited to the threshold value T (0) or more.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram which shows the power train of a hybrid vehicle. It is an alignment chart of a power split mechanism. It is a collinear diagram of the transmission (part 1). It is a figure which shows the hydraulic control apparatus of a hybrid vehicle. It is a flowchart which shows the control structure of the program which ECU of FIG. 1 performs. FIG. 6 is a collinear diagram (part 2) of the transmission.

Explanation of symbols

  100 engine, 110 damper, 210, 410 inverter, 200 MG (1), 300 power split mechanism, 310 sun gear (S), 320 ring gear (R), 330 carrier (C), 400 MG (2), 500 transmission, 510 first sun gear (S1), 520 second sun gear (S2), 531 first pinion, 532 second pinion, 540 ring gear (R), 550 carrier (C), 561 B1 brake, 562 B2 brake, 600 output Shaft, 700 power storage device, 800 hydraulic control device, 810 mechanical oil pump, 812, 822 check valve, 820 electric oil pump, 830 hydraulic circuit, 832 solenoid valve, 1000 ECU, 1010 oil temperature sensor, 1020 accelerator opening sensor 1030 speed sensor, 040 engine speed sensor, 1050 shift position sensor, 1060 parking brake switch.

Claims (3)

A control apparatus for a power train, comprising: an engine that transmits torque to an output shaft connected to drive wheels; and a rotating electric machine that transmits torque to the output shaft via a transmission,
An oil pump driven by the engine;
An adjusting means for adjusting the hydraulic pressure generated by the oil pump so as to be one of a first value and a second value lower than the first value;
Discrimination means for discriminating whether or not a predetermined condition relating to sound generated in the transmission due to fluctuations in the output torque of the engine is satisfied;
And a control means for controlling the adjusting means so that the hydraulic pressure generated by the oil pump becomes the second value when the predetermined condition is satisfied. An engine that transmits torque to an output shaft connected to the drive wheels, and operates so as to be one of a first gear ratio and a second gear ratio that is smaller than the first gear ratio. A control device for a power train having a rotating electrical machine that transmits torque to the output shaft via a transmission.
Discrimination means for discriminating whether or not a predetermined condition relating to sound generated in the transmission due to fluctuations in the output torque of the engine is satisfied;
And a control unit for controlling the transmission so as to achieve the second speed ratio when the predetermined condition is satisfied.   The power train control device according to claim 1, wherein the predetermined condition is a condition including at least a condition that the engine is in an idle state.

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