JP2008179290A - Power output device and its control method, and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the shortage of driving force at the output side of a transmission that may be caused by changing the transmission gear ratio of the transmission in a device or vehicle where an internal combustion engine is connected to the transmission via an operational mechanism. <P>SOLUTION: Correction torque Tadd to be calculated from transmission efficiency to be generated due to the difference of the shift steps of the transmission and friction torque of the transmission based on the number of revolutions ND of a driving shaft or oil temperature Toil of the lubricant of the transmission are added to request torque Td required for the driving shaft set on the basis of an acceleration opening Acc and a speed V, so that torque Td* for execution can be set (S120), and the set torque Td* for execution is output to the driving shaft, and an engine and motors MG1 and MG2 are controlled by setting the target operation point (the target number of revolutions Ne*, target torque Te*) of the engine and torque commands Tm1* and Tm2* of the motors MG1 and MG2 (S140-S210). Consequently, it is possible to suppress the shortage of the driving force due to the change of the shift steps of the transmission. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a control method therefor, and a vehicle.

Conventionally, as this type of power output apparatus, an apparatus that outputs engine output torque via an automatic transmission and that controls engine torque in consideration of inertia of each part and friction release torque has been proposed. (For example, refer to Patent Document 1). In this device, the torque of the engine is controlled in consideration of the inertia of each part and the friction release torque, thereby accurately controlling the input torque to the automatic transmission.
JP 2004-68686 A

  The power output device described above is a device that outputs the output torque from the engine via the automatic transmission. Therefore, by controlling the engine in consideration of the inertia and friction release torque of each part, the output side of the automatic transmission In a device that connects the output shaft of the engine and the input shaft of the automatic transmission via an operative mechanism such as a planetary gear mechanism, simply controlling the engine automatically Torque control on the output side of the transmission cannot be performed.

  The power output device, the control method thereof, and the vehicle according to the present invention are a device or a vehicle for connecting an internal combustion engine and a transmission via an operative mechanism, and the transmission can be generated by changing a transmission gear ratio. The object is to suppress the shortage of driving force on the output side.

  The power output apparatus, the control method thereof, and the vehicle of the present invention employ the following means in order to achieve the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
A transmission means having an input shaft, and transmitting power by shifting power between the input shaft and the drive shaft;
Connected to the input shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the input shaft, and to input / output power to and from the input shaft and the output shaft with input / output of power and power Power power input / output means to
An electric motor capable of inputting and outputting power to the input shaft;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Required power setting means for setting a required driving force required for the drive shaft;
An execution driving force setting means for setting an execution driving force based on the gear ratio in the transmission means and the set required driving force;
The internal combustion engine and the electric power / power input / output means so that the set driving force for execution is output to the drive shaft while operating the internal combustion engine with a predetermined restriction accompanying a change in the speed ratio of the speed change means. Control means for controlling the electric motor and the speed change means;
It is a summary to provide.

  In the power output apparatus of the present invention, the required driving force required for the drive shaft is set, the execution driving force is set based on the transmission gear ratio in the transmission means and the set required driving force, and the transmission gear ratio of the transmission means is set. The internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled so that the execution driving force set while operating the internal combustion engine with predetermined restrictions is output to the drive shaft. That is, the internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled by using the required drive force as an execution drive force corresponding to the speed ratio of the speed change means. As a result, it is possible to suppress a shortage of driving force to the drive shaft on the output side of the speed change means that may be caused by changing the speed ratio of the speed change means.

  In such a power output apparatus of the present invention, the execution driving force setting means is adapted to transmit power of the speed change means that changes with a change in the speed ratio of the speed change means based on the speed ratio of the speed change means. It is a means for setting a loss replenishment driving force for replenishing a loss and setting a driving force that is the sum of the set loss replenishing driving force and the set required driving force as the execution driving force. You can also. In this way, the required driving force can be output to the drive shaft even if the speed ratio of the speed change means is changed. In this case, the execution driving force setting means may be means for setting the loss supplementary driving force such that the speed ratio of the speed change means tends to increase as the gear ratio departs from a predetermined speed ratio. Here, it is preferable to set the value 1 as the predetermined gear ratio. This is based on the fact that the loss increases as the gear ratio goes away from the value 1. Further, in this case, the execution driving force setting means is configured such that when the speed ratio of the speed change means is a speed reduction ratio when the power of the input shaft is reduced in speed and transmitted to the drive shaft. When the ratio is less than the predetermined speed ratio, the driving force having a value of 0 may be set as the loss supplement driving force. This is because even if a slight drive force shortage occurs when the drive shaft is rotated at a high speed, the influence is small compared to the influence of the drive force shortage when the drive shaft is rotated at a low speed (such as inconvenience that the drive shaft cannot be rotated). Based on being.

  The power output apparatus of the present invention further includes a rotation speed detection means for detecting the rotation speed of the input shaft and / or the drive shaft, and the execution driving force setting means is configured to perform the operation based on the detected rotation speed. It can also be a means for setting the driving force for execution. This is based on the fact that the magnitude of the rotational speed of the input shaft and the drive shaft affects the magnitude of the friction torque in the transmission means.

  The power output apparatus according to the present invention further includes a temperature detection unit that detects a temperature of the lubricating oil of the transmission unit, and the execution driving force setting unit sets the execution driving force based on the detected temperature. It can also be a means to do. This is based on the fact that the temperature of the lubricating oil in the transmission affects the magnitude of the friction torque in the transmission means.

  In the power output apparatus of the present invention, the speed change means may be a stepped transmission, and the predetermined restriction may be a restriction for efficiently operating the internal combustion engine. .

  In the power output apparatus of the present invention, the power power input / output means is connected to three axes including a generator capable of inputting / outputting power, the input shaft, the output shaft, and the rotating shaft of the generator. 3 axis type power input / output means for inputting / outputting power to / from the remaining shafts based on the power input / output from / to any of the two axes.

  The vehicle of the present invention is a power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to a drive shaft, and includes an internal combustion engine and an input shaft. Transmission means for shifting and transmitting power between the input shaft and the drive shaft, and an electric power connected to the input shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the input shaft Power input / output means for inputting / outputting power to / from the input shaft and the output shaft with power input / output, an electric motor capable of inputting / outputting power to / from the input shaft, the power power input / output means, and the Executed based on power storage means capable of exchanging electric power with an electric motor, required power setting means for setting required drive force required for the drive shaft, speed ratio in the speed change means and the set required drive force Setting the driving force for execution And the internal combustion engine and the power power input / output so that the set execution driving force is output to the drive shaft while the internal combustion engine is operated with a predetermined restriction accompanying a change in the transmission gear ratio of the transmission means. And a control means for controlling the electric motor and the speed change means. The power output device is mounted, and the axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the power output device of the present invention according to any one of the above-described aspects, the effect exerted by the power output device of the present invention, for example, may be caused by changing the gear ratio of the speed change means. It is possible to achieve the same effect as the effect of suppressing the drive force shortage to the drive shaft as the output side of the transmission means.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, transmission means having an input shaft and transmitting power by shifting power between the input shaft and the drive shaft; and the internal combustion engine connected to the input shaft and rotatable independently of the input shaft An electric power input / output means connected to an output shaft of the engine for inputting / outputting power to / from the input shaft and the output shaft with input / output of electric power and power; an electric motor capable of inputting / outputting power to / from the input shaft; A power output device control method comprising: the power power input / output means and a power storage means capable of exchanging power with the electric motor,
A required driving force required for the drive shaft is set, an execution driving force is set based on the transmission gear ratio in the transmission means and the set required driving force, and the transmission gear ratio of the transmission means is changed. Controlling the internal combustion engine, the power drive input / output means, the electric motor, and the speed change means so that the set execution driving force is output to the drive shaft while operating the internal combustion engine with predetermined constraints.
It is characterized by that.

  In the control method for the power output apparatus of the present invention, the required drive force required for the drive shaft is set, and the execution drive force is set based on the transmission gear ratio in the transmission means and the set required drive force. The internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled such that the execution driving force set while operating the internal combustion engine with predetermined restrictions is output to the drive shaft. That is, the internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled by using the required drive force as an execution drive force corresponding to the speed ratio of the speed change means. As a result, it is possible to suppress a shortage of driving force to the drive shaft on the output side of the speed change means that may be caused by changing the speed ratio of the speed change means.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 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 a ring gear shaft 32a serving as a power shaft connected to the power distribution and integration mechanism 30, and the driving wheels 39a, A transmission 60 that outputs to a drive shaft 36 connected to 39b, and a hybrid electronic control unit 70 that controls the entire vehicle are provided.

  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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) attached to the crankshaft 26.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed 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 MG <b> 1 is connected to the sun gear 31, and the ring gear shaft 32 a as a rotating shaft is connected to the ring gear 32. 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 the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b of the vehicle via the transmission 60, the drive shaft 36, and the differential gear 38.

The motor MG1 and the motor MG2 are both 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 electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. 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 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, the rotational positions of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. A rotational current and a phase current applied to the motors MG1 and MG2 detected by a current sensor (not shown) are input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 communicates with the hybrid electronic control unit 70, and controls driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70 and, if necessary, the motors MG1 and MG.
2 is output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The transmission 60 is configured to be able to transmit power accompanying a change in gear position between the ring gear shaft 32a as the power shaft and the drive shaft 36 and to release the connection between the ring gear shaft 32a and the drive shaft 36. Has been. An example of the configuration of the transmission 60 is shown in FIG. As shown in the figure, the transmission 60 includes a single-pinion planetary gear mechanism 62, 64, 66, two clutches C1, C2, and three brakes B1, B2, B3. The planetary gear mechanism 62 includes an external gear sun gear 62s, an internal gear ring gear 62r arranged concentrically with the sun gear 62s, a plurality of pinion gears 62p that mesh with the sun gear 62s and mesh with the ring gear 62r, and a plurality of pinion gears 62p. The pinion gear 62p rotates and revolves, and the sun gear 62s can be connected to or disconnected from the ring gear shaft 32a by turning on and off the clutch C2, and the brake B1 can be turned on and off. The rotation can be stopped or made free, and the carrier 62c can be stopped or made free by turning on and off the brake B2. The planetary gear mechanism 64 includes an external gear sun gear 64s, an internal gear ring gear 64r disposed concentrically with the sun gear 64s, a plurality of pinion gears 64p that mesh with the sun gear 64s and mesh with the ring gear 64r, and a plurality of pinion gears 64p. And a carrier 64c that holds the pinion gear 64p in a rotatable and revolving manner. The sun gear 64s is connected to the sun gear 62s of the planetary gear mechanism 62, and the ring gear 64r is connected to or released from the ring gear shaft 32a by turning on and off the clutch C1. The carrier 64c is connected to the ring gear 62r of the planetary gear mechanism 62. The planetary gear mechanism 66 includes an external gear sun gear 66s, an internal gear ring gear 66r arranged concentrically with the sun gear 66s, a plurality of pinion gears 66p that mesh with the sun gear 66s and mesh with the ring gear 66r, and a plurality of pinion gears 66p. And a carrier 66c that holds the pinion gear 66p in a rotatable and revolving manner. The sun gear 66s is connected to the ring gear 64r of the planetary gear mechanism 64, and the ring gear 66r can stop or freely rotate by turning on and off the brake B3. The carrier 66c is connected to the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the drive shaft 36. The transmission 60 can disconnect the ring gear shaft 32a and the drive shaft 36 by turning off all of the clutches C1, C2 and the brakes B1, B2, B3, and can turn on the clutch C1 and the brake B3 as well as the clutch. By turning off C2 and brakes B1 and B2, the rotation of the ring gear shaft 32a is decelerated with a relatively large reduction ratio and transmitted to the drive shaft 36 (hereinafter this state is referred to as the first speed state), and the clutch C1 and By turning on the brake B2 and turning off the clutch C2 and the brakes B1 and B3, the rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the first speed and transmitted to the drive shaft 36 (hereinafter, this state is referred to as “the state”). 2nd speed state), by turning on the clutch C1 and the brake B1 and turning off the clutch C2 and the brakes B2 and B3. The rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the second speed and transmitted to the drive shaft 36 (hereinafter this state is referred to as the third speed state), the clutches C1, C2 are turned on, and the brakes B1, B2, B3 Is turned off, the rotation of the ring gear shaft 32a is transmitted to the drive shaft 36 as it is (hereinafter this state is referred to as the fourth speed state). Further, the transmission 60 turns the clutch C2 and the brake B3 on and turns off the clutch C1 and the brakes B1 and B2, thereby reversing and decelerating the rotation of the ring gear shaft 32a and transmitting it to the drive shaft 36. (Hereafter, this state is called a reverse state).

  As shown in FIG. 1, the clutches C1, C2 and the brakes B1, B2, B3 are turned on and off by adjusting the hydraulic pressure applied to the clutches C1, C2 and the brakes B1, B2, B3 by driving the hydraulic actuator 100. It is done from that. This hydraulic actuator 100 has an oil pump 102 that pumps oil and a pressure that allows the pressure (line pressure) of the oil pumped from the oil pump 102 to be adjusted to the clutches C1, C2 and the brakes B1, B2, B3. And a hydraulic pressure supply unit 104 that can be supplied individually.

  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 terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above.

  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. From the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the hydraulic pressure that detects the line pressure of the hydraulic pressure supply unit 104 of the actuator 100. The oil pressure Poil from the sensor 106, the drive shaft rotational speed Nd from the rotational speed sensor 37 attached to the drive shaft 36, the oil temperature Toil from the temperature sensor 89 attached to the transmission 60 and detecting the temperature of the lubricating oil, etc. It is input via the power port. The hybrid electronic control unit 70 outputs drive signals to the clutches C1 and C2 of the transmission 60 and the hydraulic actuators 100 of the brakes B1, B2 and B3 via an output port. 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 the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  In the hybrid vehicle 20 of the embodiment, the position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R Position). When the shift position SP is the D position or the R position, the transmission 60 is in the 1st to 4th speeds of the clutches C1, C2 and the brakes B1, B2, B3 so as to be in the reverse state. It is assumed that the clutch and brake corresponding to the state and the reverse state are engaged, and when the shift position SP is the N position or the P position, the clutches C1, C2 and the brakes B1, B2, B3 of the transmission 60 are all released. It was.

The hybrid vehicle 20 of the embodiment configured in this way calculates the required torque to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver, and the required torque The transmission 60 is controlled so as to achieve a shift speed according to Td and the vehicle speed V, and the required power corresponding to the torque according to the required torque and the shift speed of the transmission 60 is output to the ring gear shaft 32a. The engine 22, the motor MG1, and the motor MG2 are operation controlled. 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 thus configured hybrid vehicle 20 of the embodiment 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. This routine is executed every predetermined time (for example, every several milliseconds). In parallel with this drive control routine, a shift map in which the relationship between the accelerator opening Acc, the vehicle speed V, and the gear position is set, and the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 are used. Then, a shift process routine for shifting the shift stage of the transmission 60 is executed, and the shift of the transmission 60 is performed. Since the shift process of the shift stage of the transmission 60 does not form the core of the present invention, further detailed description is omitted.

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotational speeds Nm1, Nm2, drive shaft rotational speed Nd from rotational speed sensor 37, transmission gear ratio G of transmission 60, oil temperature Toil from temperature sensor 89, input / output limits Win and Wout of battery 50, etc. Processing for inputting necessary data is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input from the engine ECU 24 by communication. Further, 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. It was supposed to be. 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. Note that the gear ratio G of the transmission 60 is input based on the state of the transmission 60.

  When the data is thus input, the required torque Td to be output to the drive shaft 36 is set as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V (step S110). In the embodiment, the required torque Td is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Td, and given by the accelerator opening Acc and the vehicle speed V. If so, the corresponding required torque Td is derived from the stored map and set. FIG. 4 shows an example of the required torque setting map.

  Subsequently, the execution torque Td * is set by adding the shift speed based on the gear ratio G of the transmission 60, the correction torque Tadd based on the drive shaft rotational speed Nd, and the oil temperature Toil to the set required torque Td (step S120). ). Here, the correction torque Tadd is a torque required for the ring gear shaft 32a as the input shaft of the transmission 60 by the engine 22, the motor MG1, and the motor MG2 because the transmission efficiency of the transmission 60 varies depending on the gear stage of the transmission 60. Even if the power corresponding to Td is output, the required torque Td is not output to the drive shaft 36, and the friction is determined by the torque determined by the gear stage of the transmission 60 and the oil temperature Toil of the lubricating oil of the transmission 60. It is obtained as the sum of the torque Ttmp and the friction torque Tnd determined by the drive shaft rotational speed Nd of the drive shaft 36. FIG. 5 shows the relationship between the transmission speed of the transmission 60 and the transmission efficiency when the transmission efficiency of the transmission 60 at the third speed is 1.00. Although the transmission efficiency is slightly lower at the fourth speed than at the third speed, in the embodiment, it is considered that the effect is small at the time of high speed traveling, so it is set to 1.00 as in the case of the third speed. . Therefore, the correction torque Tadd is expressed by the following equation (1), where η is the transmission efficiency in FIG. FIG. 6 shows an example of the relationship between the oil temperature Toil of the lubricating oil of the transmission 60 and the friction torque Ttmp, and FIG. 7 shows an example of the relationship between the drive shaft rotational speed Nd and the friction torque Tnd. As shown in FIG. 6, the friction torque Ttmp decreases as the oil temperature Toil of the lubricating oil in the transmission 60 increases. As shown in FIG. 7, the friction torque Tnd basically decreases as the drive shaft rotational speed Nd increases. However, when the drive shaft rotational speed Nd is small, the friction torque Tnd slightly increases with the increase in the drive shaft rotational speed Nd. It shows an increase. The relationship between the oil temperature Toil of the lubricating oil of the transmission 60 and the friction torque Ttmp and the relationship between the drive shaft rotational speed Nd and the friction torque Tnd vary depending on the configuration of the transmission 60. It will be determined.

  Tadd = Td ・ (1-η) + Ttmp + Tnd (1)

  When the execution torque Td * is set in this way, the required power Pe * required for the engine 22 is set based on the set execution torque Td * (step S130), and the engine 22 is set based on the set required power Pe *. Target rotation speed Ne * and target torque Te * are set (step S140). Here, the required power Pe * is calculated as the sum of a value obtained by multiplying the set execution torque Td * by the rotational speed Nd of the drive shaft 36 and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. Can do. The target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 8 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Subsequently, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (2) using the target rotational speed Ne * of the engine 22, the rotational speed Nm2 of the motor MG2, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, the torque Tm1tmp of the motor MG1 is calculated by the equation (3) (step S150). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 9 shows an example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30 and the transmission 60. FIG. 9 shows a state where the transmission 60 is in the second speed state. In the drawing, the left side is a collinear diagram of the power distribution and integration mechanism 30, the left 31 axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, and the 34 axis is the carrier 34 that is the rotation speed Ne of the engine 22. The rotational speed of the ring gear 32 (ring gear shaft 32a), which is the rotational speed Nm2 of the motor MG2, is indicated by 32 axes. In the drawing, the right side is a collinear diagram of the transmission 60, the 64r and 66s axes indicate the rotational speeds of the ring gear 64r of the planetary gear mechanism 64 and the sun gear 66s of the planetary gear mechanism 66, and the 62r, 64c and 66c axes are the drive shaft 36. The rotational speed of the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the carrier 66c of the planetary gear mechanism 66, which is the rotational speed No. of the planetary gear mechanism 66, and the axis 62c indicates the rotational speed of the carrier 62c of the planetary gear mechanism 62 , 66r axis indicates the rotational speed of the ring gear 66r of the planetary gear mechanism 66, and the 62s and 64s axes indicate the rotational speed of the sun gear 62s of the planetary gear mechanism 62 and the sun gear 64s of the planetary gear mechanism 64. In the figure, the dotted line connecting the left and right collinear charts indicates the rotating elements (32 axes, 64r, 66s axes) connected when the shift position SP is the D position. The two thick arrows on the 32 axes indicate the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2, and the two thick lines on the 62r, 64c, and 66c axes. The arrows indicate the torque that is output to the drive shaft 36 via the transmission 60 when these torques are output to the R-axis. Equation (2) can be easily derived from the alignment chart of FIG. Expression (3) is a relational expression in the feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is the gain of the proportional term, and the right side The third term “k2” is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (2)
Tm1tmp = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  Subsequently, the torque obtained by dividing the execution torque Td * by the gear ratio G of the transmission 60 and the motor torque Tm1tmp divided by the gear ratio ρ of the power distribution and integration mechanism 30 are added to obtain the torque to be output from the motor MG2. The motor torque Tm2tmp is calculated by the following equation (4) (step S160), and torque limits Tm1min and Tm1max are set as upper and lower limits of the motor torque Tm1tmp that satisfies both the equations (5) and (6) (step S170). . Here, Expression (4) can be easily derived from the alignment chart of FIG. Equation (5) is a relationship in which the total torque output to the ring gear shaft 32a by the motors MG1 and MG2 is within the range from the value 0 to a value obtained by dividing the execution torque Td * by the expected gear ratio Gest. Equation (6) is a relationship in which the sum of electric power input and output by the motor MG1 and the motor MG2 is within the range of the input / output limits Win and Wout. An example of the torque limits Tm1min and Tm1max is shown in FIG. The torque limits Tm1min and Tm1max can be obtained as the maximum value and the minimum value of the torque command Tm1 * in the region indicated by the oblique lines in the figure.

Tm2tmp = Td * / G + Tm1tmp / ρ (4)
0 ≦ −Tm1tmp / ρ + Tm2tmp ≦ Td * / G (5)
Win ≦ Tm1tmp ・ Nm1 ＋ Tm2tmp ・ Nm2 ≦ Wout (6)

  When the torque limits Tm1min and Tm1max are set in this way, the motor torque Tm1tmp set in step S150 is limited by the torque limits Tm1min and Tm1max according to equation (7), and the torque command Tm1 * of the motor MG1 is set (step S180). Then, the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * by the current rotational speed Nm1 of the motor MG1 is divided by the rotational speed Nm2. Thus, torque limits Tm2min and Tm2max as upper and lower limits of torque that may be output from the motor MG2 are calculated by the following equations (8) and (9) (step S190), and the motor torque Tm2tmp set in step S160 is calculated. The torque command Tm2 * of the motor MG2 is set by limiting with the torque limits Tm2min and Tm2max according to the equation (10) (step S200).

Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (7)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (8)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (9)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (10)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S210), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and 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. By controlling the engine 22 and the motors MG1 and MG2 in this way, the execution torque Td * is output to the drive shaft 36 while efficiently operating the engine 22 within the range of the input / output limits Win and Wout of the battery 50. Can be output to the ring gear shaft 32a. As described above, the transmission efficiency of the transmission 60 varies depending on the shift stage of the transmission 60. Since the control is performed using the execution torque Td * corrected for the transmission efficiency, the drive shaft 36 has a required torque. Td is output.

  According to the hybrid vehicle 20 of the embodiment described above, the transmission based on the transmission efficiency, the drive shaft rotational speed Nd, and the oil temperature Toil, which are caused by the difference in the gear stage of the transmission 60, to the required torque Td required for the drive shaft 36. The execution torque Td * is set by adding a correction torque Tadd based on the friction torque of 60, and the set execution torque Td * is output to the drive shaft 36 as a target operating point (target rotational speed Ne). *, Target torque Te *) and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to control the engine 22 and the motors MG1 and MG2. Even if the transmission efficiency differs, the required torque Td can be output to the drive shaft 36. As a result, deficiency in driving force due to a change in the gear position of the transmission 60 can be suppressed. Moreover, since the engine 22 is controlled while operating efficiently within the ranges of the input / output limits Win and Wout of the battery 50, charging and discharging of the battery 50 with excessive electric power can be suppressed and fuel efficiency of the vehicle can be improved. Can be made.

  In the hybrid vehicle 20 of the embodiment, the required torque Td required for the drive shaft 36 is caused by the transmission efficiency caused by the difference in the gear position of the transmission 60 and the friction torque of the transmission 60 based on the drive shaft rotational speed Nd and the oil temperature Toil. The execution torque Td * is set by adding the correction torque Tadd based on the above, but the friction torque Tnd due to the drive shaft rotational speed Nd is not taken into account, or the friction based on the oil temperature Toil of the lubricating oil of the transmission 60 is considered. The torque Ttmp may not be taken into consideration.

  In the hybrid vehicle 20 of the embodiment, the required torque Td required for the drive shaft 36 and the transmission efficiency caused by the difference in the gear position of the transmission 60, the friction torque of the transmission 60 based on the drive shaft rotational speed Nd and the oil temperature Toil, However, the correction torque Tadd is calculated using the friction torque Tnr based on the rotational speed of the ring gear shaft 32a as the input shaft of the transmission 60 instead of the friction torque Tnd based on the drive shaft rotational speed Nd. Tadd may be obtained.

  In the hybrid vehicle 20 of the embodiment, the transmission speed of the transmission 60 at the third speed is determined by the speed of the transmission 60 using the relationship between the speed of the transmission 60 and the transmission efficiency when the transmission efficiency is 1.00. The torque is calculated, but the torque determined by the gear stage of the transmission 60 using the relationship between the gear stage of the transmission 60 and the transmission efficiency when the transmission efficiency of the gear stage other than the third speed is 1.00. Or the torque determined by the shift speed of the transmission 60 using the transmission efficiency of each shift speed of the transmission 60 may be calculated.

  In the hybrid vehicle 20 of the embodiment, the transmission efficiency of the transmission 60 at the third speed is set to 1.00 and the transmission efficiency of the transmission 60 at the fourth speed is also set to 1.00. The transmission efficiency of the transmission 60 may be smaller than 1.00.

  In the hybrid vehicle 20 of the embodiment, the correction torque Tadd is calculated based on the friction torque of the transmission 60 based on the drive shaft rotational speed Nd and the oil temperature Toil even in the third speed and the fourth speed, and the execution torque Td * is calculated. Although set, the required torque Td is executed as it is without calculating the correction torque Tadd based on the friction torque of the transmission 60 based on the drive shaft rotational speed Nd and the oil temperature Toil at the third and fourth speeds. It is good also as what is set as use torque Td *. In this case, the execution torque Td * may be set by setting the value 0 to the correction torque Tadd.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 capable of shifting with four speeds is used. However, the speed is not limited to four, and the speed can be changed with two or more speeds. Or a continuously variable transmission.

  In the hybrid vehicle 20 of the embodiment, the power distribution and integration mechanism 30 is used to transmit power from the engine 22 to the ring gear shaft 32a as a power shaft connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 60. The drive shaft 36 outputs power to the inner rotor 132 and the drive wheels 39a and 39b connected to the crankshaft of the engine 22, as illustrated in the hybrid vehicle 120 of the modification of FIG. And an outer rotor 134 connected to a power shaft 32b connected via a transmission 60, and a part of the power of the engine 22 is driven through a power shaft 32b, a transmission 60, and a drive shaft 36 to drive wheels 39a. , 39b and a counter-rotor motor 130 that converts the remaining power into electric power.

  In the embodiment, the hybrid vehicle 20 equipped with the power output device is described as the best mode of the present invention. However, a power output device not mounted on such a vehicle may be used. Moreover, it is good also as a form of the drive device integrated in such a power output device with an internal combustion engine. Further, it may be in the form of a control method for the power output apparatus.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to “internal combustion engine”, the transmission 60 corresponds to “transmission means”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “electric power input / output means”, and the motor MG2 Corresponds to the “motor”, the battery 50 corresponds to the “power storage means”, and the processing of step S110 of the drive control routine of FIG. 3 for setting the required torque Td based on the accelerator opening Acc and the vehicle speed V is executed. The hybrid electronic control unit 70 corresponds to “required power setting means”, and the transmission efficiency, the drive shaft rotational speed Nd, the oil temperature Toil and the required torque Td required for the drive shaft 36 are caused by the difference in the gear position of the transmission 60. In step S120 of the drive control routine of FIG. 3, the execution torque Td * is set by adding the correction torque Tadd based on the friction torque of the transmission 60 based on The hybrid electronic control unit 70 that executes the processing corresponds to “execution driving force setting means”, and the execution torque Td * is obtained while the engine 22 is efficiently operated within the range of the input / output limits Win and Wout of the battery 50. The target speed Ne *, target torque Te * of the engine 22 and torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set to be output to the drive shaft 36 and transmitted to the engine ECU 24 and the motor ECU 40 in FIG. The processing of steps S130 to S210 of the control routine is executed, and the engine 22 is controlled by the hybrid electronic control unit 70 that controls the speed change of the transmission 60 by the hydraulic sequence, the target rotational speed Ne *, and the target torque Te *. Motors MG1, M are controlled by engine ECU 24 and torque commands Tm1 *, Tm2 *. A motor ECU40 for controlling the 2 corresponds to a "control unit". Further, the power distribution and integration mechanism 30 corresponds to “three-axis power input / output means”, and the motor MG1 corresponds to “generator”. Further, the counter-rotor motor 130 also corresponds to “power power input / output means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “transmission means” is not limited to the four-speed transmission 60, and may be any step as long as power is transmitted between the input shaft and the drive shaft. Absent. The “power power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or to the rotor motor 130, but is connected to the input shaft and rotates independently of the input shaft. Any device may be used as long as it is connected to the output shaft of the internal combustion engine and inputs / outputs power to / from the input shaft and the output shaft together with input / output of power and power. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor, such as an induction motor, as long as it can input and output power to an input shaft. . The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a power drive input / output means and an electric motor such as a capacitor. The “required power setting means” is not limited to the means for setting the required torque Td based on the accelerator opening Acc and the vehicle speed V, and the required torque Td is set based only on the accelerator opening Acc. The required torque may be set as long as the required driving force required for the drive shaft is set, such as setting the required torque based on the travel position. As the “execution driving force setting means”, the transmission torque of the transmission 60 based on the transmission efficiency, the drive shaft rotational speed Nd, and the oil temperature Toil, which are caused by the difference in the gear stage of the transmission 60, to the required torque Td required for the drive shaft 36. The execution torque Td * based on the friction torque is added to set the execution torque Td *. The execution torque is not limited to the required torque Td by adding the correction torque based only on the gear stage of the transmission 60. Any setting may be used as long as the execution driving force is set based on the gear ratio in the transmission means and the set required driving force. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the target rotational speed Ne * of the engine 22 and the target are output so that the execution torque Td * is output to the drive shaft 36 while efficiently operating the engine 22 with the shift of the transmission 60. It is not limited to controlling the engine 22, the motors MG1, MG2 and the transmission 60 by setting the torque Te * and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2, but changing the gear ratio of the transmission means As long as the internal combustion engine, the power drive input / output means, the motor, and the speed change means are controlled so that the execution driving force set while operating the internal combustion engine with predetermined constraints is output to the drive shaft. It does not matter. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

  The present invention can be used in the power output apparatus and the vehicle manufacturing industry.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this 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 map for request | requirement torque setting. It is explanatory drawing which shows an example of the relationship between the gear stage of transmission 60, and transmission efficiency when the transmission efficiency of transmission 60 at the 3rd speed is set to 1.00. 6 is an explanatory diagram showing an example of a relationship between an oil temperature Toil of lubricating oil of the transmission 60 and a friction torque Ttmp. FIG. It is explanatory drawing which shows an example of the relationship between drive-shaft rotation speed Nd and friction torque Tnd. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining the power distribution and integration mechanism 30 and the rotational elements of the transmission 60 when the transmission 60 is in the second speed state. It is explanatory drawing which shows an example of torque restrictions Tm1min and Tm1max. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20, 120 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, 32b power shaft, 33 pinion gear, 34 Carrier, 36 Drive shaft, 37 Rotational speed sensor, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 Battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60 Transmission, 62, 64, 66 Planetary gear mechanism, 62s, 64s, 66s Sun gear, 62c, 64c, 66c Carrier, 62 , 64r, 66r ring gear, 70 hybrid electronic control unit, 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, 100 Actuator, 102 Oil pump, 104 Oil pressure supply unit, MG1, MG2 motor, C1, C2 clutch, B1, B2, B3 brake.

Claims (11)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
A transmission means having an input shaft, and transmitting power by shifting power between the input shaft and the drive shaft;
Connected to the input shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the input shaft, and to input / output power to and from the input shaft and the output shaft with input / output of power and power Power power input / output means to
An electric motor capable of inputting and outputting power to the input shaft;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Required power setting means for setting a required driving force required for the drive shaft;
An execution driving force setting means for setting an execution driving force based on the gear ratio in the transmission means and the set required driving force;
The internal combustion engine and the electric power / power input / output means so that the set driving force for execution is output to the drive shaft while operating the internal combustion engine with a predetermined restriction accompanying a change in the speed ratio of the speed change means. Control means for controlling the electric motor and the speed change means;
A power output device comprising:   The execution driving force setting means replenishes a loss replenishing driving force that replenishes a loss in transmission of power of the speed change means that changes with a change in the speed ratio of the speed change means based on the speed ratio of the speed change means. The power output apparatus according to claim 1, wherein the driving force is a sum of the set driving force for loss supplement and the set required driving force as the driving force for execution.   3. The power output apparatus according to claim 2, wherein the execution driving force setting means is means for setting the loss replenishment driving force such that the gear ratio of the speed change means tends to increase with distance from a predetermined speed ratio.   The execution driving force setting means is configured such that when the speed ratio of the speed change means is a speed reduction ratio when the power of the input shaft is reduced in speed and transmitted to the drive shaft, the speed ratio is the predetermined speed ratio. 4. The power output apparatus according to claim 3, wherein the power output device is means for setting a driving force having a value of 0 as the loss replenishing driving force when the value is less than the value. The power output device according to any one of claims 1 to 4,
A rotation speed detecting means for detecting the rotation speed of the input shaft and / or the drive shaft;
The execution driving force setting means is means for setting the execution driving force based on the detected rotational speed.
Power output device. The power output device according to any one of claims 1 to 5,
Temperature detecting means for detecting the temperature of the lubricating oil of the transmission means,
The execution driving force setting means is means for setting the execution driving force based on the detected temperature.
Power output device.   The power output apparatus according to any one of claims 1 to 6, wherein the transmission means is a stepped transmission.   The power output apparatus according to any one of claims 1 to 7, wherein the predetermined restriction is a restriction for efficiently operating the internal combustion engine.   The power motive power input / output means is connected to three axes of a generator capable of inputting / outputting power, the input shaft, the output shaft, and the rotating shaft of the generator, and enters any two of the three shafts. The power output apparatus according to any one of claims 1 to 8, further comprising: a three-axis power input / output means for inputting / outputting power to the remaining shaft based on the output power.   A vehicle comprising the power output device according to claim 1 and an axle connected to the drive shaft. An internal combustion engine, transmission means having an input shaft and transmitting power by shifting power between the input shaft and the drive shaft; and the internal combustion engine connected to the input shaft and rotatable independently of the input shaft An electric power input / output means connected to an output shaft of the engine for inputting / outputting power to / from the input shaft and the output shaft with input / output of electric power and power; an electric motor capable of inputting / outputting power to / from the input shaft; A power output device control method comprising: the power power input / output means and a power storage means capable of exchanging power with the electric motor,
A required driving force required for the drive shaft is set, an execution driving force is set based on the transmission gear ratio in the transmission means and the set required driving force, and the transmission gear ratio of the transmission means is changed. Controlling the internal combustion engine, the power drive input / output means, the electric motor, and the speed change means so that the set execution driving force is output to the drive shaft while operating the internal combustion engine with predetermined constraints.
A control method for a power output apparatus.

Images