JP2009073268A - Vehicle, driving device, and method for controlling the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly facilitate countermeasures to the change of a request driving force requested to a driving shaft connected to an axle during gear shift. <P>SOLUTION: When a damping inhibition flag Fv is a value 1, and damping control by a motor MG2 is inhibited, damping torque Tv is set to a value 0 so that damping control can be prevented from being performed (step S230), and rate processing using a torque rate R2 as a rate which is smaller than a torque rate R1 is operated, and request torque Tr* is set so as to made close from the previous request torque Tr* to temporary request torque Trtmp (step S240), and an engine 22 or motors MG1 and MG2 are controlled so that torque based on the set request torque Tr* can be output (steps S150 to S220). Thus, it is possible to suppress the generation of shock due to the rapid change of a request driving force requested for traveling, and to properly facilitate countermeasures to the change of the request driving force. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle, a drive device, and a control method thereof.

Conventionally, this type of vehicle includes an engine, a planetary gear having a carrier connected to the output shaft of the engine, a generator connected to the sun gear of the planetary gear, and a motor connected to the ring gear of the planetary gear via a transmission. A vehicle is proposed (see, for example, Patent Document 1). In this vehicle, when shifting the transmission while outputting torque from the motor to the axle, the torque output from the motor is maintained until the rotational speed of the motor reaches a rotational speed close to the rotational speed after the shift. Then, the torque shock at the time of shifting is reduced by smoothly changing the torque output from the motor to the torque after shifting.
JP 2006-56343 A

  Generally, in the above-described vehicle, vibration suppression control is performed to output torque from a motor that suppresses vibration due to torque pulsation associated with rotation of the output shaft of the engine. Since vibration may occur, vibration suppression control by the motor may be prohibited. On the other hand, when the required torque required for travel changes suddenly when the accelerator is turned on during gear shifting, if the torque output to the axle changes suddenly in response to a sudden change in the required torque, a shock occurs, but vibration suppression control is prohibited. The vibration is not suppressed when the vehicle is running, and a shock is likely to occur if the torque output to the axle is suddenly changed. Therefore, it is desirable to perform appropriate control in consideration of execution of vibration suppression control when the required torque changes during shifting.

  The vehicle, the drive device, and these control methods according to the present invention appropriately cope with a change in the required drive force required for the drive shaft connected to the axle when an instruction to change the gear position of the transmission is given. Main purpose.

  In order to achieve the above-mentioned main object, the vehicle, the drive device, and the control method of the present invention employ the following means.

The vehicle of the present invention
An internal combustion engine;
Connected to the drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power Power power input / output means capable of power input / output;
An electric motor that can input and output power;
Shift transmission means connected to the rotation shaft of the electric motor and the drive shaft, and for shifting and transmitting power between the rotation shaft and the drive shaft with a change in gear position;
Required driving force setting means for setting required driving force required for the drive shaft;
When an instruction to change the speed stage of the speed change transmission means is made, the speed change transmission means is controlled so that the speed change stage of the speed change transmission means is changed according to the instruction, and vibration suppression control by the electric motor is prohibited. When the vibration suppression control prohibition condition is not satisfied, the driving force set with the first change degree is output to the drive shaft based on the set required driving force with the vibration suppression control by the electric motor. The internal combustion engine, the power power input / output means, and the electric motor are controlled, and when the vibration suppression control prohibition condition is satisfied, based on the set required driving force without the vibration suppression control by the electric motor. The internal combustion engine, the power drive input / output means, and the electric motor so that a driving force set with a second change degree different from the first change degree is output to the drive shaft. And a gear-change-time control means for controlling,
It is a summary to provide.

  In the vehicle according to the present invention, when an instruction to change the gear position of the gear transmission means is made, the gear transmission means is controlled so that the gear position of the gear transmission means is changed according to the instruction, and vibration suppression control by the electric motor is performed. When the prohibited vibration suppression control prohibition condition is not satisfied, the driving force set with the first change degree is output to the drive shaft based on the required driving force required for the drive shaft with the vibration suppression control by the motor. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that when the vibration suppression control prohibition condition is satisfied, the control is performed based on the required driving force required for the drive shaft without the vibration suppression control by the motor. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the driving force set with a second change degree different from the first change degree is output to the drive shaft. When the vibration suppression control prohibition condition is satisfied and the occurrence of vibration is not suppressed, the first change is different from the first change level used when the vibration suppression control prohibition condition is satisfied and the generation of vibration is suppressed. Since the internal combustion engine, the power power input / output means, and the electric motor are controlled so that the driving force set with the degree of change of 2 is output to the driving shaft, it is possible to appropriately cope with the change in the required driving force.

  In the vehicle according to the present invention, the shift time control means is means for controlling the internal combustion engine, the power drive input / output means, and the electric motor on the assumption that the second change degree is smaller than the first change degree. It can also be. In this way, it is possible to more appropriately cope with a sudden change in the required driving force. In this case, the shift transmission means is a means for changing the shift stage by changing the engagement state of a plurality of hydraulically driven clutches, and the shift time control means changes the shift stage of the shift transmission means. After the instruction is given and the change preparation for changing the engagement state of the clutch according to the instruction to change the gear position is completed in the transmission means, the engagement state of the clutch according to the instruction is changed. When the vibration suppression control prohibition condition is satisfied, it is possible to control the internal combustion engine, the power power input / output unit, and the motor. In this way, an instruction to change the gear position of the gear transmission means is given, and after the preparation for changing to change the clutch engagement state related to the instruction to change the gear speed is completed in the gear transmission means, the instruction is given. While the engagement state of the clutch is being changed, it is possible to appropriately cope with the change in the required driving force. Here, the “clutch” includes a normal clutch that connects two rotating systems, and also includes a brake that fixes one rotating system to a non-rotating system such as a case. Further, in the vehicle of the present invention that controls the internal combustion engine, the power drive input / output means, and the electric motor on the assumption that the second change degree is smaller than the first change degree, the shift time control means is the shift transmission means. It is also possible to control the internal combustion engine, the power drive input / output unit, and the electric motor when the vibration control prohibiting condition is satisfied when an instruction to change the gear position is made. it can. In this way, when a shift instruction is given, it is possible to appropriately cope with the change in the required driving force.

The drive device of the present invention is
A drive device mounted on a vehicle together with an internal combustion engine,
Connected to the drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power Power power input / output means capable of power input / output;
An electric motor that can input and output power;
Shift transmission means connected to the rotation shaft of the electric motor and the drive shaft, and for shifting and transmitting power between the rotation shaft and the drive shaft with a change in gear position;
When an instruction to change the shift speed of the shift transmission means is made, the shift transmission means is controlled so that the shift speed of the shift transmission means is changed according to the instruction, and vibration suppression control by the electric motor is prohibited. If not, control of the internal combustion engine is performed so that a driving force set with a first degree of change is output to the driving shaft based on a required driving force required for the driving shaft with vibration suppression control by the electric motor. The power power input / output means and the motor are controlled, and when the vibration suppression control by the motor is prohibited, the first change degree is based on the required driving force without the vibration suppression control by the motor. Together with the control of the internal combustion engine so that a driving force set with a second degree of change different from the above is output to the driving shaft, And a gear-change-time control means for controlling,
It is a summary to provide.

  In the drive device according to the present invention, when an instruction to change the gear position of the gear transmission means is made, the gear transmission means is controlled so that the gear position of the gear transmission means is changed according to the instruction, and vibration control by the motor is performed. When the engine is not prohibited, together with the control of the internal combustion engine, the driving force set with the first degree of change is output to the driving shaft based on the required driving force required for the driving shaft with the vibration suppression control by the electric motor. When the power / power input / output means and the motor are controlled, and the vibration suppression control by the motor is prohibited, the second change degree is different from the first change degree based on the required driving force without the vibration suppression control by the motor. In addition to the control of the internal combustion engine, the power power input / output means and the electric motor are controlled so that the driving force set in the above is output to the drive shaft. When the vibration suppression control prohibition condition is satisfied and the occurrence of vibration is not suppressed, the first change is different from the first change level used when the vibration suppression control prohibition condition is satisfied and the generation of vibration is suppressed. Since the electric power input / output means and the electric motor are controlled together with the control of the internal combustion engine so that the driving force set with the change of 2 is output to the driving shaft, it is possible to appropriately cope with the change in the required driving force.

The vehicle control method of the present invention includes:
Connected to the internal combustion engine and a drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, the drive shaft and the output with input and output of electric power and power Electric power input / output means capable of inputting / outputting power to / from a shaft, an electric motor capable of inputting / outputting power, a rotating shaft of the electric motor and a drive shaft connected to the rotating shaft and the rotation shaft A transmission control means for shifting and transmitting power to and from a drive shaft, and a vehicle control method comprising:
Set the required driving force required for the drive shaft,
When an instruction to change the shift speed of the shift transmission means is made, the shift transmission means is controlled so that the shift speed of the shift transmission means is changed according to the instruction, and vibration suppression control by the electric motor is prohibited. If not, the internal combustion engine and the electric power are input so that a driving force set with a first change degree is output to the driving shaft based on the set required driving force with vibration suppression control by the motor. When the output means and the electric motor are controlled and the vibration suppression control by the electric motor is prohibited, it differs from the first change degree based on the set required driving force without the vibration suppression control by the electric motor. It is necessary to control the internal combustion engine, the power power input / output means, and the electric motor so that the driving force set with the second degree of change is output to the driving shaft. Let ’s do it.

  In this vehicle control method of the present invention, when an instruction to change the gear position of the gear transmission means is given, the gear transmission means is controlled so that the gear position of the gear transmission means is changed according to the instruction, and the control by the motor is performed. When the vibration suppression control prohibition condition for prohibiting the vibration control is not satisfied, the driving force set with the first change degree based on the required driving force required for the driving shaft with the vibration suppression control by the electric motor is The internal combustion engine, the power drive input / output means, and the motor are controlled so that the required drive force required for the drive shaft without the vibration suppression control by the motor is satisfied. Based on this, the internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the driving force set with the second change degree different from the first change degree is output to the drive shaft. When the vibration suppression control prohibition condition is satisfied and the occurrence of vibration is not suppressed, the first change is different from the first change used when the vibration suppression control prohibition condition is satisfied and the generation of vibration is suppressed. Since the internal combustion engine, the power power input / output means, and the electric motor are controlled so that the driving force set with the degree of change of 2 is output to the driving shaft, it is possible to appropriately cope with the change in the required driving force.

The method for controlling the drive device of the present invention includes:
Mounted on the vehicle together with the internal combustion engine, connected to the drive shaft connected to the axle, and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, the drive with input and output of electric power and power Electric power input / output means capable of inputting / outputting power to / from the shaft and the output shaft, an electric motor capable of inputting / outputting power, and the rotation shaft of the electric motor and the drive shaft connected to the change of the gear stage A transmission transmission means for shifting and transmitting power between a rotary shaft and the drive shaft;
When an instruction to change the shift speed of the shift transmission means is made, the shift transmission means is controlled so that the shift speed of the shift transmission means is changed according to the instruction, and vibration suppression control by the electric motor is prohibited. If not, control of the internal combustion engine is performed so that a driving force set with a first degree of change is output to the driving shaft based on a required driving force required for the driving shaft with vibration suppression control by the electric motor. The power power input / output means and the motor are controlled, and when the vibration suppression control by the motor is prohibited, the first change degree is based on the required driving force without the vibration suppression control by the motor. Together with the control of the internal combustion engine so that a driving force set with a second degree of change different from the above is output to the driving shaft, And summarized in that control.

  In this drive device control method of the present invention, when an instruction to change the gear position of the gear transmission means is made, the gear transmission means is controlled so that the gear stage of the gear transmission means is changed according to the instruction, and the motor is used. When the vibration suppression control is not prohibited, the internal combustion engine is configured such that the driving force set with the first change degree is output to the driving shaft based on the required driving force required for the driving shaft with the vibration suppression control by the electric motor. In addition to controlling the power, the power power input / output means and the electric motor are controlled. When the vibration suppression control by the motor is prohibited, the second change which is different from the first change degree based on the requested driving force without the vibration suppression control by the motor. The power power input / output means and the electric motor are controlled together with the control of the internal combustion engine so that the driving force set with the degree of change is output to the drive shaft. When the vibration suppression control prohibition condition is satisfied and the occurrence of vibration is not suppressed, the first change is different from the first change level used when the vibration suppression control prohibition condition is satisfied and the generation of vibration is suppressed. Since the electric power input / output means and the electric motor are controlled together with the control of the internal combustion engine so that the driving force set with the change of 2 is output to the driving shaft, it is possible to appropriately cope with the change in the required driving force.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire 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 power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When functioning as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34 And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to the drive wheels 39a and 39b of the front wheels of the vehicle via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  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 and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The 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 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. Configured to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes two brakes B1 and B2 driven by a double pinion planetary gear mechanism 60a and a single pinion planetary gear mechanism 60b. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). Note that when the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

  The brakes B1 and B2 are configured as multi-plate brakes that are turned on and off by friction of a plurality of plate-like friction members, and the oil from the hydraulic circuit 100 illustrated in FIG. 3 is supplied to each cylinder of the brakes B1 and B2 (in FIG. 3). The brakes B1 and B2) are turned on and off by applying the hydraulic pressure from the hydraulic circuit 100 to a piston (not shown) and pressing the friction member with the piston. As shown, the hydraulic circuit 100 includes a mechanical pump 102 that pumps oil by power from the engine 22, an electric pump 104 that pumps oil by power from a built-in motor 104a, a mechanical pump 102, A three-way solenoid 105 and a pressure control valve 106 that can switch the level of oil pressure (line pressure PL) pumped from the pump 104 in two stages, and in the cylinders of the brakes B1 and B2 with a pressure that can adjust the line pressure PL. Linear solenoids SLB1 and SLB2 and control valves 108 and 109 and accumulators 110 and 111 that act individually on each other, and a modulator valve 1 that reduces the line pressure and supplies it to each input port of the 3-way solenoid 105 and linear solenoids SLB1 and SLB2. 2 and when the oil pressure transmitted from the control valve 109 on the brake B2 side is lower than a predetermined pressure, the oil passage between the control valve 108 and the brake B1 is opened and when the pressure is higher than the predetermined pressure, the control valve 108 and the brake The oil passage between the control valve 109 and the brake B2 when the oil pressure transmitted from the fail-safe valve 114 and the control valve 108 on the brake B1 side automatically shuts off the oil passage between the control valve 109 and the brake B2. And a fail-safe valve 115 that automatically shuts off an oil passage between the control valve 109 and the brake B2 when the pressure is opened and the pressure is higher than a predetermined pressure. In the embodiment, the linear solenoid SLB1 and the control valve 108 are configured such that when the linear solenoid SLB1 is energized, the control valve 108 is closed, and when the linear solenoid SLB1 is deenergized, the control valve 108 is opened. The linear solenoid SLB2 and the control valve 109 are configured such that when the linear solenoid SLB2 is energized, the control valve 109 is opened, and when the linear solenoid SLB2 is de-energized, the control valve 109 is closed. Accordingly, the linear solenoid SLB1 and the linear solenoid SLB2 are both de-energized in a state where the line pressure is applied, thereby engaging the brake B1 and disengaging the brake B2, thereby causing the transmission 60 to move to the Hi gear. In a state where the line pressure is applied, the linear solenoid SLB1 and the linear solenoid SLB2 are both energized to disengage the brake B1 and engage the brake B2 to change the speed. The machine 60 can be in the Lo gear state.

  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 from the temperature sensor (not shown) 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 input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 4 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 5 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  The 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 is provided with an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83. The accelerator opening position Acc from the accelerator pedal position sensor 84 to be detected, the brake position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88 to detect the vehicle speed, and the drive shaft A hydraulic shaft sensor Nr that detects a drive shaft rotational speed Nr from a rotational speed sensor 32b attached to the ring gear shaft 32a, a line pressure in the hydraulic circuit 100, and a hydraulic pressure sensor 117 that detects hydraulic pressure acting on the brakes B1 and B2. A hydraulic from 118 are input via the input port. Further, the hybrid electronic control unit 70 outputs a drive signal to actuators (not shown) of the brakes B1 and B2 of the transmission 60 through 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.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the 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 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 so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment, in particular, the operation at the time of performing the Lo-Hi shift for changing the shift stage of the transmission 60 from the Lo gear state to the Hi gear state will be described. FIG. 6 is a flowchart illustrating an example of a shift-time drive control routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is repeatedly executed at predetermined time intervals (for example, every several milliseconds) from when it is determined that the Lo-Hi shift of the transmission 60 is performed until the Lo-Hi processing in the transmission 60 is completed. The Lo-Hi shift determination is made based on the vehicle speed V and the required torque required for the vehicle. In a predetermined shift map, the transmission 60 is in the Lo gear state and the vehicle speed V is Lo-. It is assumed that the transmission 60 is subjected to Lo-Hi shift when it becomes larger than the Hi shift line.

  When the gear shift drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 reads the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Nm1, of the motors MG1, MG2. Nm2, the drive shaft rotational speed Nr from the rotational speed sensor 32b, the input / output limits Win and Wout of the battery 50, the crank angle CA of the engine 22, the vibration suppression prohibition flag Fv, and the like are input. Step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and are input from the battery ECU 52 by communication. Further, the crank angle CA calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 of the engine 22 is inputted from the engine ECU 24 by communication. Further, the vibration suppression prohibition flag Fv is set in the Lo-Hi shift process executed in parallel with this routine, and vibration suppression control that suppresses vibration by outputting a vibration suppression torque Tv described later from the motor MG2 is prohibited. The value is set to 1 when the vibration is controlled, the value is set to 0 when the vibration suppression control is not prohibited, and the value 0 is set as the initial value. Details of the Lo-Hi shift process and vibration suppression control will be described later.

  Thus, when the data is input, the temporary torque to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. Is set as a temporary required torque Trtmp (step S110). Here, in the embodiment, the temporary required torque Trtmp is stored in the ROM 74 as a temporary required torque setting map by predetermining the relationship between the accelerator opening Acc, the vehicle speed V, and the temporary required torque Trtmp. When the vehicle speed V is given, the corresponding temporary required torque Trtmp is derived and set from the stored map. FIG. 7 shows an example of the temporary required torque setting map.

  When the temporary required torque Trtmp is set in this way, the value of the vibration suppression prohibition flag Fv set in the Lo-Hi shift process is checked (step S120). Here, the description of the shift-time drive control routine is interrupted, and the setting of the Lo-Hi shift process and the vibration suppression prohibition flag Fv will be described. FIG. 8 is a flowchart illustrating an example of a Lo-Hi shift process routine of the transmission 60 executed by the hybrid electronic control unit 70 of the embodiment. This routine is executed in parallel with the shift drive control routine illustrated in FIG. 6 when it is determined that the Lo-Hi shift of the transmission 60 is performed. When the shift process routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts a timer (not shown) and starts measuring time t after the shift process is started (step S300). Brake B1 As a preparation for engagement, a process is performed in which the linear solenoid SLB1 on the brake B1 side is driven at a duty ratio of 100% or close to it and a fast fill is performed to quickly fill the cylinder of the brake B1 with oil until immediately before the brake B1 is engaged. (Step S310). When the execution of the fast fill is completed (step S320), the linear solenoid SLB1 is placed in a low pressure standby state at a duty ratio lower than 100% or close to the duty ratio (step S330). The brake B1 is half-engaged after waiting for a required time tref (for example, 500 msec) required for the oil pressure to settle to a low pressure standby oil pressure (step S340). Thus, when the time t has passed the required time tref, it is assumed that an instruction to turn off the brake B2 has been issued, the value 1 is set in the vibration suppression prohibition flag Fv (step S350), and the brake B1 is in a half-engaged state. In step S360, the brake B2 is turned off by reducing the pressure on the brake B2 side by setting the linear solenoid SLB2 on the brake B2 side to a duty ratio of 100% or close to 0% or close to that. Thus, with the brake B1 half-engaged and the brake B2 turned off, the rotational speed Nm2 of the motor MG2 and the rotational speed Nst of the motor MG2 when the routine is started, the gear ratio Glo in the Lo gear state, and the Hi gear When the rotational speed Ntg after the change calculated by the following equation (1) based on the speed ratio Ghi in the state is reached (step S370), the linear solenoid SLB1 is set to 100% or a duty ratio close thereto, and the hydraulic pressure on the brake B1 side is set. The boost control for boosting the pressure is performed and the brake B1 is completely turned on (step S380). When the boost control is completed (step S390), the vibration suppression prohibition flag Fv is set to 0 (step S400). Exit. FIG. 9 is an explanatory diagram illustrating an example of a time change between the hydraulic pressure command of the brakes B1 and B2 and the value of the vibration suppression prohibition flag Fv during the Lo-Hi shift. As shown in the drawing, the vibration suppression prohibition flag Fv is set to a value of 0 until the fast fill as preparation for engagement of the brake B1 is completed and the brake B2 is instructed to be turned off (time t0 to t0). t2) The value is set to 1 until the change of the engagement state of the brakes B1 and B2 is finished after the instruction to turn off the brake B2 is finished (time t2 to t3), and the change of the engagement state of the brakes B1 and B2 is completed. When the brake B1 is turned on and the brake B2 is turned off, the value is set to 0 again (time t3). In this way, setting the vibration suppression prohibition flag Fv to the value 1 until the change of the engagement state of the brakes B1 and B2 is finished after the brake B2 is instructed to turn off actually changes the engagement state of the brakes B1 and B2. This is because it is not appropriate to output the damping torque Tv from the motor MG2 because vibration may occur if the damping torque Tv described later is output from the motor MG2 during the operation. The Lo-Hi shift process routine has been described above.

  Ntg = Nst ・ Ghi / Glo (1)

  When the vibration suppression prohibition flag Fv thus set is 0, that is, when the vibration suppression control by the motor MG2 is not prohibited, the vibration suppression torque Tv is set based on the crank angle CA of the engine 22 (step S130). ). Here, in the embodiment, the vibration damping torque Tv is obtained in advance in the ROM 74 by experimentally determining the relationship between the vibration damping torque Tv and the crank angle CA as a torque having a phase opposite to the torque pulsation caused by the rotation of the engine 22. It is stored as a damping torque setting map, and when the crank angle CA is given, the corresponding damping torque Tv is derived from the map and set. An example of the damping torque setting map is shown in FIG.

  Subsequently, the required torque Tr * (hereinafter referred to as the previous required torque Tr *) set when the routine is executed last time by performing rate processing using the torque rate R1 is made closer to the temporary required torque Trtmp. * Is set (step S140). Here, the torque rate R1 is a rate that does not cause a shock when the required torque Tr * is changed during vibration suppression control by the motor MG2, and the required torque Tr * is the previous required torque Tr. It is assumed that it is set as a rate from * to the temporary required torque Trtmp promptly. As a result, when the temporary required torque Trtmp has changed from the previous request Tr *, a value changed from the previous request torque Tr * by the torque rate R1 is set as the required torque Tr *.

  When the damping torque Tv and the required torque Tr * are set in this manner, the sum of the product of the required torque Tr * and the drive shaft rotational speed Nr and the charge / discharge required power Pb * required by the battery 50 and the loss Loss is calculated. The required power Pe * required for the engine 22 is set (step S150), and the target rotational speed Ne * and the target torque Te * as operating points at which the engine 22 should be operated based on the set required power Pe *. Are set (step S160). This setting is performed based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 11 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 *).

  Next, the speed ratio Gr of the transmission 60 is calculated by dividing the rotational speed Nm2 of the motor MG2 by the drive shaft rotational speed Nr (step S170), and then the target rotational speed Ne * of the engine 22 and driving of the motor MG2 are calculated. The target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (2) using the shaft rotational speed Nr and the gear ratio ρ of the power distribution and integration mechanism 30, and the calculated target rotational speed Nm1 * and the input motor MG1 rotation Based on the number Nm1, the torque command Tm1 * of the motor MG1 is set by the equation (3) (step S180). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 12 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the ring gear 32. The number Nr (drive shaft speed Nr) is shown. Equation (2) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. Torque. Expression (3) is a relational expression in 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 a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nr / ρ (2)
Tm1 * = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  Then, the motor MG2 is obtained by adding the torque command Tm1 * divided by the gear ratio ρ of the power distribution and integration mechanism 30 to the required torque Tr * and the set damping torque Tv, and further dividing by the gear ratio Gr of the transmission 60. Is calculated by the following equation (4) (step S190), and the rotation of the motor MG1 is set to the torque command Tm1 * set to the input / output limits Win and Wout of the battery 50. The torque limits Tm2min and Tm2max as the upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the number Nm1 by the control rotation speed Nm2 * Calculated by the following equations (5) and (6) (step S200), and the set temporary torque Tm2tmp is determined by the equation (7). Limited Tm2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S210). Here, Equation (4) can be easily derived from the alignment chart of FIG. In this way, when the vibration suppression prohibition flag Fv is 0, the vibration control torque Tv is set based on the crank angle CA in the process of step S130, so that the torque command Tm2 * is set to take the vibration control torque Tv into consideration. become.

Tm2tmp = (Tr * + Tm1 * / ρ + Tv) / Gr (4)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 * (5)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 * (6)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (7)

  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. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S220), and this routine ends. 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. Further, 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. Thus, when the vibration suppression prohibition flag is 0, the torque command Tm2 * of the motor MG2 is set in consideration of the vibration suppression torque Tv, and the vibration suppression control in the motor MG2 is executed using the set torque command Tm2 *. In addition, vibration due to torque pulsation caused by the rotation of the engine 22 can be suppressed. Further, a rate process using the torque rate R1 is performed in the process of step S140 to set the required torque Tr * so that the previous required torque Tr * approaches the temporary required torque Trtmp, and the torque based on the set required torque Tr * is changed to the ring gear. Since the engine 22 and the motors MG1 and MG2 are controlled so as to be output to the shaft 32a, it is possible to suppress the occurrence of a shock when the torque required for the ring gear shaft 32a as the drive shaft suddenly changes. It is possible to appropriately cope with a change in torque required for 32a.

  On the other hand, when the vibration suppression prohibition flag Fv is 1 (step S120), it is determined that vibration suppression control by the motor MG2 is prohibited, and the vibration suppression torque Tv is set to 0 (step S230). Requested torque is applied so as to approach the temporary required torque Trtmp from the previous required torque Tr * by subjecting the set temporary required torque Trtmp and the previous required torque Tr * to a rate process using a torque rate R2, which is a rate smaller than the torque rate R1. Tr * is set (step S240). As a result, when the temporary required torque Trtmp has changed from the previous request Tr *, a value changed from the previous request torque Tr * by the torque rate R2 is set as the required torque Tr *. Here, the rate processing using the torque rate R2 which is a rate smaller than the torque rate R1 is performed because the torque pulsation due to the rotation of the engine 22 acts on the ring gear shaft 32a when the vibration control by the motor MG2 is not performed. If the required torque Tr * is set using the torque rate R1 such that the driving force output to the ring gear shaft 32a quickly reaches the temporary required torque Trtmp in a situation where the vibration due to the torque cannot be suppressed and the vibration cannot be suppressed, a shock occurs. This is because the occurrence of shock can be suppressed by setting the torque rate R2 smaller than the torque rate R1 and changing the required torque Tr * gently.

  When the required torque Tr * is set in this way, the required power Pe * is set using the set required torque Tr * (step S150), and the operation point for efficiently operating the engine 22 based on the set required power Pe is set. The target rotational speed Ne * and the target torque Te * are set (step S160), the engine 22 is operated at the set operating point, and the input / output limit Win. The engine 22 and the motors MG1 and MG2 are controlled so that torque based on the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of Wout (steps S170 to S220), and this routine ends. Thus, when the vibration suppression prohibition flag Fv is a value 1, the vibration suppression torque Tv is set to a value 0 in the process of step S230, so that vibration suppression control by the motor MG2 is not performed and vibration due to torque pulsation that occurs as the engine 22 rotates. Is not suppressed, but by controlling the engine 22 and the motors MG1 and MG2 that output torque based on the required torque Tr * set by using the torque rate R2 smaller than the torque rate R1 in the process of step S240, the drive shaft The occurrence of a shock due to a sudden change in torque required for the ring gear shaft 32a can be suppressed, and a change in torque required for the ring gear shaft 32a can be appropriately dealt with.

  According to the hybrid vehicle 20 of the above-described embodiment, when the vibration suppression prohibition flag Fv is 1, that is, when the preparation for engagement of the brake B1 is completed in the transmission 60, the engagement state of the brakes B1 and B2 is changed. When the vibration suppression control by the motor MG2 is prohibited while the vibration caused by the torque pulsation caused by the rotation of the engine 22 is not suppressed, the torque rate R1 used when the vibration suppression prohibition flag Fv is 0 is set. The engine 22 is configured so as to output a torque based on the set required torque Tr * by performing rate processing using a different torque rate R2 to set the required torque Tr * so as to approach the temporary required torque Trtmp from the previous required torque Tr *. Since the motors MG1 and MG2 are controlled, the torque required for the ring gear shaft 32a as the drive shaft has changed. Properly it is possible to deal with. In particular, since the torque rate R2 is set to a rate smaller than the torque rate R1, it is possible to suppress the occurrence of a shock when the torque required for the ring gear shaft 32a as the drive shaft suddenly changes.

  In the hybrid vehicle 20 of the embodiment, the torque rate R2 is set to be smaller than the torque rate R1 in the process of step S240. However, the torque rate R1 and the torque rate R2 take into account vibrations generated on the ring gear shaft 32a as a drive shaft. The torque rate R1 may be set to be smaller than the torque rate R2.

  In the hybrid vehicle 20 of the embodiment, the required torque Tr * is set so as to approach the temporary required torque Trtmp from the previous required torque Tr * by performing rate processing using the torque rates R1 and R2 in the processing of Step S140 and Step S150. However, any method may be used as long as the required torque Tr * is set so as to approach the temporary required torque Trtmp from the previous required torque Tr *. For example, a time constant T is used for annealing. It may be set as a value obtained by performing processing so that the previous required torque Tr * is changed to approach the temporary required torque Trtmp. In this case, when the vibration suppression flag Fv has a value of 1, the required torque Tr * changes more slowly when the torque required for the drive shaft changes compared to when the vibration suppression flag Fv has a value of 0. Therefore, the time constant T may be set to a larger time constant than when the vibration suppression flag Fv is 0.

  In the hybrid vehicle 20 of the embodiment, the vibration suppression control by the motor MG2 is prohibited while the preparation for the engagement of the brake B1 is completed and the engagement state of the brakes B1 and B2 is changed in the transmission 60. However, the vibration suppression control by the motor MG2 may be prohibited when a transmission instruction is given to the transmission 60. In this case, since the vibration suppression prohibition flag Fv is set to the value 1 during the execution of the shift time drive control routine illustrated in FIG. 6, the processes of steps S230 and S240 are executed without executing the processes of steps S130 and S140. Will be. Further, the damping control by the motor MG2 may be prohibited when it is not appropriate to output the damping torque Tv from the motor MG2 other than the state of the transmission 60. For example, when the temperature of the motor MG2 or the inverter 42 outputs the damping torque Tv set in the process of step S130, the motor MG2 or the inverter 42 is higher than a predetermined temperature that is estimated to be damaged by a high temperature, or the inverters 41 and 42 The switching pattern of the switching element of the inverter 41 is a modulation control mode in which the modulation factor exceeds 1 (a sine wave-like output command value is generated with an amplitude exceeding the amplitude of the triangular wave and converted into a PWM signal) or a rectangular wave signal. , 42 in the rectangular wave control mode, if the remaining capacity SOC of the battery 50 outputs the damping torque Tv set in the process of step S130, the remaining capacity SOC falls below the lower limit capacity and the battery 50 deteriorates. Inhibits the vibration suppression control by the motor MG2 when becomes less than the estimated remaining capacity It may be used to.

  In the hybrid vehicle 20 of the embodiment, the damping torque Tv is set as the torque that suppresses the vibration caused by the torque pulsation associated with the rotation of the engine 22 in the process of step S130, but is different from the vibration caused by the torque pulsation. The damping torque Tv may be set as a torque for suppressing the vibration caused by the vibration.

  In the hybrid vehicle 20 of the embodiment, the control when the transmission 60 is subjected to the Lo-Hi shift has been described. However, the control is performed when the transmission 60 is subjected to the Hi-Lo shift that changes the Hi gear state to the Lo gear state. It may be applied. Further, in the hybrid vehicle 20 of the embodiment, the transmission 60 that can shift with two shift stages of Hi and Lo is used. However, the shift stage of the transmission 60 is not limited to two. It is good also as a gear stage more than a stage.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. To be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 13) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected). It is good.

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

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It is good also as a form of vehicles other than a motor vehicle, and it does not matter as a form of the drive device integrated with such a vehicle with an engine. Furthermore, it is good also as a form of the control method of such a vehicle or a drive device.

  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 an “internal combustion engine”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “power power input / output means”, the motor MG2 corresponds to “electric motor”, and the transmission 60 The hybrid electronic control unit 70 that corresponds to “shift transmission means” and that executes the process of step S110 of the shift-time drive control routine of FIG. 6 that sets the temporary required torque Trtmp based on the accelerator opening Acc and the vehicle speed V is provided. 8 corresponds to the “required driving force setting means” and controls the transmission 60 so that the Lo-Hi shift is performed in the transmission 60 when an instruction to perform the Lo-Hi shift of the transmission 60 is given. When the shift process routine is executed or when the vibration suppression prohibition flag Fv is 0, the vibration suppression torque Tv is set based on the crank angle CA and the torque rate R1 is used. Torque based on the sum of the required torque Tr * and the damping torque Tv set so as to approach the temporary required torque Trtmp from the previous required torque Tr * is output to the ring gear shaft 32a as the drive shaft. 6 is executed to control the engine 22 and the motors MG1, MG2, and when the vibration suppression prohibition flag Fv is a value 1, the vibration suppression torque Tv is set to a value 0. The torque based on the sum of the required torque Tr * and the damping torque Tv set so as to approach the temporary required torque Trtmp from the previous required torque Tr * by performing rate processing using the torque rate R2 smaller than the torque rate R1. During the speed change shown in FIG. 6, the engine 22 and the motors MG1, MG2 are controlled so as to be output to the ring gear shaft 32a. The hybrid electronic control unit 70 executes the processing of steps S150~S240 dynamic control routine corresponds to the "gear change control means". Further, the counter-rotor motor 230 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 “power power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the counter-rotor motor 230, and is connected to the drive shaft connected to the axle. As long as it is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and can input and output power to and from the drive shaft and output shaft together with input and output of electric power and power, it may be anything. . The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that can input and output power, such as an induction motor. The “transmission transmission means” is not limited to the transmission 60 that can be shifted with two shift stages of Hi and Lo, but a transmission that shifts with three or more shift stages, or a stepless shift. Any transmission that is connected to the rotating shaft and the drive shaft of the electric motor, such as a continuously variable transmission, and that transmits the power between the rotating shaft and the drive shaft with a change in the shift speed. It does n’t matter. The “required driving force setting means” is not limited to the setting of the temporary required torque Trtmp based on the accelerator opening Acc and the vehicle speed V, and the required driving force is set based only on the accelerator opening Acc. If the driving force required for the drive shaft is set, such as the one that sets the required driving force based on the driving position on the driving route, or the one that the driving route is set in advance It does n’t matter. As the “shift control means”, when an instruction to shift the transmission 60 to Lo-Hi is given, the transmission 60 is controlled so that the Lo-Hi shift is performed in the transmission 60, and the vibration suppression prohibition flag Fv is a value. When 0, the damping torque Tv is set based on the crank angle CA and the rate processing using the torque rate R1 is performed, and the requested torque Tr * set so as to approach the temporary requested torque Trtmp from the previous requested torque Tr * and the damping. The engine 22 and the motors MG1 and MG2 output to the ring gear shaft 32a based on the torque summed with the torque Tv are controlled, or when the vibration suppression prohibition flag Fv is a value 1, the vibration suppression torque Tv is set to a value 0 and the torque A rate process using a torque rate R2 smaller than the rate R1 is performed to approach the temporary required torque Trtmp from the previous required torque Tr *. It is not limited to controlling the engine 22 and the motors MG1 and MG2 output to the ring gear shaft 32a based on the sum of the set required torque Tr * and damping torque Tv. When an instruction to change the gear is given, the gear transmission means is controlled so that the gear stage of the gear transmission means is changed according to the instruction, and the vibration suppression control prohibiting condition for prohibiting the vibration control by the motor is not satisfied Sometimes, the internal combustion engine, the power drive input / output means, and the motor are controlled so that the drive force set with the first change degree is output to the drive shaft based on the required drive force set with the vibration suppression control by the electric motor. When the vibration suppression control prohibition condition is satisfied, the second change is different from the first change degree based on the required driving force set without the vibration suppression control by the electric motor. As long as the driving force to be set with a variation degree to control an internal combustion engine and an electric power-mechanical power input output means and the electric motor so as to be output to the drive shaft may be any ones. 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 manufacturing industry of vehicles and drive devices.

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. 4 is an explanatory diagram illustrating an example of a configuration of a transmission 60. FIG. 3 is an explanatory diagram illustrating an example of a configuration of a hydraulic circuit 100 of the transmission 60. FIG. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine at the time of a shift performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for temporary request | requirement torque setting. It is explanatory drawing which shows an example of the Lo-Hi shift process routine performed by the electronic control unit for hybrid 70 of an Example. It is explanatory drawing which shows an example of the time change of the hydraulic pressure command of brake B1, B2 in the middle of performing such Lo-Hi gear shift, and the value of the vibration suppression prohibition flag Fv. It is explanatory drawing which shows an example of the damping torque Tv. 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. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. FIG. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft, 32b Rotational speed sensor, 33 pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b driving wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position Detection sensor, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61, 65 sun gear, 62, 66 ring gear, 63a first pinion gear, 63b second pinion gear, 64, 68 carrier, 67 pinion 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 hydraulic circuit, 102 mechanical pump, 104 electric pump, 104a motor, 105 3-way solenoid, 106 pressure control valve, 108, 109 control valve, 110, 111 accumulator, 112 modulator valve, 114, 1 5 fail-safe valve, 116, 117, 118 hydraulic pressure sensor, 230 pair-rotor motor, 232 an inner rotor 234 outer rotor, B1, B2 brake, MG1, MG2 motor, SLB1, SLB2 linear solenoid.

Claims (7)

An internal combustion engine;
Connected to the drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power Power power input / output means capable of power input / output;
An electric motor that can input and output power;
Shift transmission means connected to the rotation shaft of the electric motor and the drive shaft, and for shifting and transmitting power between the rotation shaft and the drive shaft with a change in gear position;
Required driving force setting means for setting required driving force required for the drive shaft;
When an instruction to change the speed stage of the speed change transmission means is made, the speed change transmission means is controlled so that the speed change stage of the speed change transmission means is changed according to the instruction, and vibration suppression control by the electric motor is prohibited. When the vibration suppression control prohibition condition is not satisfied, the driving force set with the first change degree is output to the drive shaft based on the set required driving force with the vibration suppression control by the electric motor. The internal combustion engine, the power power input / output means, and the electric motor are controlled, and when the vibration suppression control prohibition condition is satisfied, based on the set required driving force without the vibration suppression control by the electric motor. The internal combustion engine, the power drive input / output means, and the electric motor so that a driving force set with a second change degree different from the first change degree is output to the drive shaft. And a gear-change-time control means for controlling,
A vehicle comprising:   2. The vehicle according to claim 1, wherein the shift control means is means for controlling the internal combustion engine, the power drive input / output means, and the electric motor on the assumption that the second change degree is smaller than the first change degree. . The vehicle according to claim 2,
The shift transmission means is means for changing the shift stage by changing the engagement state of a plurality of hydraulically driven clutches,
The shift control means is instructed to change the gear position of the shift transmission means, and the change preparation for changing the clutch engagement state according to the instruction to change the gear speed in the shift transmission means is completed. The internal combustion engine, the electric power drive input / output means, and the electric motor are regarded as the time when the vibration suppression control prohibition condition is satisfied when the clutch engagement state according to the instruction is being changed. Vehicle that is a means to control.   The shift time control means determines that when the instruction to change the gear position of the shift transmission means is made when the vibration suppression control prohibition condition is satisfied, the internal combustion engine, the power drive input / output means, and the motor The vehicle according to claim 2, which is means for controlling the vehicle. A drive device mounted on a vehicle together with an internal combustion engine,
Connected to the drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power Power power input / output means capable of power input / output;
An electric motor that can input and output power;
Shift transmission means connected to the rotation shaft of the electric motor and the drive shaft, and for shifting and transmitting power between the rotation shaft and the drive shaft with a change in gear position;
When an instruction to change the shift speed of the shift transmission means is made, the shift transmission means is controlled so that the shift speed of the shift transmission means is changed according to the instruction, and vibration suppression control by the electric motor is prohibited. If not, control of the internal combustion engine is performed so that a driving force set with a first degree of change is output to the driving shaft based on a required driving force required for the driving shaft with vibration suppression control by the electric motor. The power power input / output means and the motor are controlled, and when the vibration suppression control by the motor is prohibited, the first change degree is based on the required driving force without the vibration suppression control by the motor. Together with the control of the internal combustion engine so that a driving force set with a second degree of change different from the above is output to the driving shaft, And a gear-change-time control means for controlling,
A drive device comprising: Connected to the internal combustion engine and a drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, the drive shaft and the output with input and output of electric power and power Electric power input / output means capable of inputting / outputting power to / from a shaft, an electric motor capable of inputting / outputting power, a rotating shaft of the electric motor and a drive shaft connected to the rotating shaft and the rotation shaft A transmission control means for shifting and transmitting power to and from a drive shaft, and a vehicle control method comprising:
Set the required driving force required for the drive shaft,
When an instruction to change the shift speed of the shift transmission means is made, the shift transmission means is controlled so that the shift speed of the shift transmission means is changed according to the instruction, and vibration suppression control by the electric motor is prohibited. If not, the internal combustion engine and the electric power are input so that a driving force set with a first change degree is output to the driving shaft based on the set required driving force with vibration suppression control by the motor. When the output means and the electric motor are controlled and the vibration suppression control by the electric motor is prohibited, it differs from the first change degree based on the set required driving force without the vibration suppression control by the electric motor. Control of the internal combustion engine, the power power input / output means, and the electric motor so that a driving force set with a second change degree is output to the driving shaft. Your method. Mounted on the vehicle together with the internal combustion engine, connected to the drive shaft connected to the axle, and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, the drive with input and output of electric power and power Electric power input / output means capable of inputting / outputting power to / from the shaft and the output shaft, an electric motor capable of inputting / outputting power, and the rotation shaft of the electric motor and the drive shaft connected to the change of the gear stage A transmission transmission means for shifting and transmitting power between a rotary shaft and the drive shaft;
When an instruction to change the shift speed of the shift transmission means is made, the shift transmission means is controlled so that the shift speed of the shift transmission means is changed according to the instruction, and vibration suppression control by the electric motor is prohibited. If not, control of the internal combustion engine is performed so that a driving force set with a first degree of change is output to the driving shaft based on a required driving force required for the driving shaft with vibration suppression control by the electric motor. The power power input / output means and the motor are controlled, and when the vibration suppression control by the motor is prohibited, the first change degree is based on the required driving force without the vibration suppression control by the motor. Together with the control of the internal combustion engine so that a driving force set with a second degree of change different from the above is output to the driving shaft, The method of driving device and controls.

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