JP4038190B2 - POWER OUTPUT DEVICE, AUTOMOBILE MOUNTED WITH THE SAME, CONTROL METHOD AND DRIVE DEVICE FOR POWER OUTPUT DEVICE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain a shock when shifting a transmission while avoiding short-time stopping and restarting of an engine. <P>SOLUTION: This automobile is provided with a battery for exchanging electric power with two motors, by connecting a second motor to a driving shaft via the transmission having two shifting stages, by connecting the engine, a first motor and the driving shaft to a carrier, a sun gear and a ring gear of a planetary gear mechanism. The automobile adjusts a target charge-discharge quantity Pch* of the battery so as to reduce torque to be shared by the second motor while securing request torque Tr* to the driving shaft when requesting shifting (S150), and controls the engine and the two motors in a state of prohibiting stopping of the engine even when engine request power Pe* set from the adjusted target charge-discharge quantity Pch* becomes a threshold value Pere or less, and releases prohibition of stopping of the engine when completing the shifting by performing the shifting thereafter. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a power output device, a vehicle equipped with the power output device, a control method and a drive device for the power output device, and more particularly, a power output device that outputs power to a drive shaft, and an axle connected to the drive shaft. The present invention relates to a method of controlling a motor vehicle and a power output device, and a drive device that inputs power from an internal combustion engine and outputs power to a drive shaft.

Conventionally, as a power output device of this type, an output shaft of an internal combustion engine, a rotary shaft of a generator, a drive shaft are connected to each rotary element of a planetary gear mechanism, and a rotary shaft of an electric motor is connected to a drive shaft via a transmission. Has been proposed that is mounted on a hybrid vehicle to which is connected (for example, see Patent Document 1). In this apparatus, the transmission is drive-controlled so that the gear position is switched according to the vehicle speed.
JP 2002-225578 A

  In the above-described power output device, switching of the shift speed according to the vehicle speed is described, but there is no mention of dealing with a shift shock that may occur when the shift speed is switched. This shift shock appears particularly when the gear position is switched in a state where the driving force is being output from the electric motor. Therefore, it is desirable to reduce the driving force output from the electric motor as much as possible when the gear position is switched.

  By the way, in the power output apparatus described above, as the drive control of the internal combustion engine, the generator, and the electric motor, the internal power of the sum of the charge / discharge amount of the battery that exchanges electric power with the generator and the electric motor and the power required for the drive shaft is generated. The internal combustion engine is driven and controlled as the power to be output from the engine, and the reaction force of the driving force of the internal combustion engine is handled by the generator, and thereby the driving force transmitted directly from the internal combustion engine to the driving shaft and the motor is output to the driving shaft. When the power to be output from the internal combustion engine is in a region where the efficiency is poor, the operation of the internal combustion engine is stopped and output from the motor to the drive shaft. By controlling the driving of the electric motor so that the driving force matches the required driving force, the energy efficiency of the entire apparatus can be improved. At this time, if the power output from the internal combustion engine is adjusted by adjusting the charge / discharge amount of the battery, the drive force transmitted directly from the internal combustion engine to the drive shaft can be adjusted. It is possible to reduce the shift shock. However, by adjusting the power to be output from the internal combustion engine by adjusting the charge / discharge amount of the battery, the power becomes an inefficient region of the internal combustion engine, and the operation of the internal combustion engine temporarily stops during the shift stage switching. May be stopped. In this case, the internal combustion engine is temporarily stopped within a short time while changing the gear position, so that the internal combustion engine is stopped and restarted within a short time to give the driver a sense of incongruity. Occurs.

  The power output device of the present invention, the automobile equipped with the same, the control method of the power output device, and the drive device suppress the shock when switching the gear stage while avoiding the short-time stop and restart of the internal combustion engine. Objective.

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

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power;
A motor capable of generating electricity,
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Engine target power setting means for setting engine target power required for the internal combustion engine based on a required driving force required for the drive shaft and a target charge / discharge amount of the power storage means;
The internal combustion engine is operated when the set engine target power satisfies a predetermined condition, and the internal combustion engine is stopped when the engine target power does not satisfy the predetermined condition. Engine operation stop control means for driving control;
The target charge / discharge amount is set so that the driving force to be output from the electric motor becomes small while responding to the required driving force when an instruction to change the transmission gear ratio in the shift transmission means is given during the operation of the internal combustion engine. The engine set by prohibiting the stop of the internal combustion engine in the engine operation stop means regardless of the engine target power set by the engine target power setting means based on the adjusted target charge / discharge amount Driving control of the internal combustion engine, the power power input / output means and the electric motor so that power based on target power is output from the internal combustion engine and driving power based on the required driving force is output to the drive shaft; The shift transmission means is drive-controlled so that the gear ratio is changed after the drive control, and the adjustment of the target charge / discharge amount and the stop of the internal combustion engine are prohibited after the gear ratio is changed. And summarized in that and a shift time control means for releasing and.

  In the power output apparatus of the present invention, an instruction is given to change the speed ratio in the speed change transmission means for transmitting power between the rotating shaft and the drive shaft of the motor with a speed change ratio that can be changed during operation of the internal combustion engine. The target charge / discharge amount is adjusted so that the drive force to be output from the electric motor becomes small while corresponding to the required drive force required for the drive shaft, and the internal combustion engine set based on the adjusted target charge / discharge amount The internal combustion engine is configured such that the stop of the internal combustion engine is prohibited regardless of the engine target power of the engine, and the power based on the set engine target power is output from the internal combustion engine and the driving force based on the requested driving force is output to the drive shaft. And the power drive input / output means and the electric motor, and after the drive control, the transmission transmission means is driven and controlled so that the gear ratio is changed, and the target charge / discharge amount is adjusted and the internal combustion engine is changed after the gear ratio is changed. Stop To cancel the prohibition and of. Therefore, it is possible to suppress a shift shock when changing the gear ratio by adjusting the target charge / discharge amount while avoiding a short-time stop and restart of the internal combustion engine.

  In such a power output apparatus of the present invention, the shift time control means is configured to control the engine target power based on the required driving force and the adjusted target charge / discharge amount while prohibiting the stop of the internal combustion engine. When the engine target power set by the setting means does not satisfy the predetermined condition, it may be means for idling the internal combustion engine.

  In the power output apparatus of the present invention, the engine operation stop control means may be configured such that when the set engine target power satisfies the predetermined condition, the power based on the set engine target power is the internal combustion engine. The internal combustion engine, the power power input / output means and the motor are controlled so that a driving force based on the required driving force is output to the drive shaft, and the set engine target power is When the predetermined condition is no longer satisfied, the internal combustion engine is stopped, and the electric motor is driven and controlled so that a driving force based on the required driving force is output from the electric motor to the driving shaft. it can.

  Further, in the power output apparatus of the present invention, the engine operation stop control means operates the internal combustion engine as the predetermined condition when the set engine target power is larger than a predetermined power, and the set It may be a means for stopping the operation of the internal combustion engine when the engine target power becomes equal to or less than the predetermined power. In this case, it is good also as what has a hysteresis with respect to increase / decrease in engine target power.

  In the power output apparatus of the present invention, the shift time control means may adjust the target charge / discharge amount so as to charge the power storage means while the negative drive force is being output to the drive shaft. When the amount is set, the target charge / discharge amount may be adjusted to limit the charging. In this way, it is possible to reduce the driving force to be output from the electric motor while maintaining the output while the negative driving force, that is, the braking force is being output to the drive shaft, and then change the gear ratio. The shock at the time can be suppressed.

  In the power output apparatus of the present invention, the shift control means outputs a positive driving force to the drive shaft with an output of power from the power power input / output means as the adjustment of the target charge / discharge amount. When a target charge / discharge amount for charging the power storage means is set while the power is being stored, the target charge / discharge amount may be adjusted to limit the charge. In this way, it is possible to reduce the driving force to be output from the electric motor while maintaining the output while the positive driving force is being output to the drive shaft with the output of the power from the power driving input / output means. It is possible to suppress a shock when changing the gear ratio thereafter.

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

The automobile of the present invention
The power output apparatus of the present invention according to any one of the above-described aspects, that is, a power output apparatus that basically outputs power to a drive shaft, the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft And an electric power / power input / output means for outputting at least part of the power from the internal combustion engine to the drive shaft by input / output of electric power and power, an electric motor capable of generating power, and a variable gear ratio. Shift transmission means for transmitting power between the rotating shaft and the drive shaft; power storage means capable of exchanging power with the power power input / output means and the motor; and requested drive force required for the drive shaft; Engine target power setting means for setting engine target power required for the internal combustion engine based on the target charge / discharge amount of the power storage means, and the internal combustion engine when the set engine target power satisfies a predetermined condition Driving An engine operation stop control means for driving and controlling the internal combustion engine to stop the operation of the internal combustion engine when the engine target power does not satisfy the predetermined condition; and the transmission of the shift during the operation of the internal combustion engine. When the change of the gear ratio in the means is instructed, the target charge / discharge amount is adjusted so that the drive force to be output from the electric motor becomes small while corresponding to the required drive force, and the adjusted target charge / discharge amount is obtained. Regardless of the engine target power set by the engine target power setting means, the engine operation stop means prohibits the stop of the internal combustion engine and power based on the set engine target power is output from the internal combustion engine. And controlling the drive of the internal combustion engine, the power power input / output means and the electric motor so that a driving force based on the required driving force is output to the driving shaft. The shift transmission control means for driving the shift transmission means so as to change the gear ratio after the change, and releasing the adjustment of the target charge / discharge amount and the prohibition of the stop of the internal combustion engine after the gear ratio is changed. The gist of the present invention is that the vehicle travels with an axle connected to the drive shaft.

  In this automobile of the present invention, since the power output device of the present invention according to any one of the above-described aspects is mounted, the same effect as that provided by the power output device of the present invention, for example, a short time stop of the internal combustion engine, An effect of suppressing a shift shock when changing the gear ratio by adjusting the target charge / discharge amount while avoiding restart can be achieved.

The drive device of the present invention is
A drive device that inputs power from an internal combustion engine and outputs power to a drive shaft,
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power;
A motor capable of generating electricity,
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Engine target power setting means for setting engine target power required for the internal combustion engine based on a required driving force required for the drive shaft and a target charge / discharge amount of the power storage means;
The internal combustion engine is operated when the set engine target power satisfies a predetermined condition, and the internal combustion engine is stopped when the engine target power does not satisfy the predetermined condition. Engine operation stop control means for driving control;
The target charge / discharge amount is set so that the driving force to be output from the electric motor becomes small while responding to the required driving force when an instruction to change the transmission gear ratio in the shift transmission means is given during the operation of the internal combustion engine. The engine set by prohibiting the stop of the internal combustion engine in the engine operation stop means regardless of the engine target power set by the engine target power setting means based on the adjusted target charge / discharge amount Driving control of the internal combustion engine, the power power input / output means and the electric motor so that power based on target power is output from the internal combustion engine and driving power based on the required driving force is output to the drive shaft; The shift transmission means is drive-controlled so that the gear ratio is changed after the drive control, and the adjustment of the target charge / discharge amount and the stop of the internal combustion engine are prohibited after the gear ratio is changed. And summarized in that and a shift time control means for releasing and.

  In the drive device of the present invention, an instruction is given to change the speed ratio in the speed change transmission means for transmitting power between the rotating shaft and the drive shaft of the motor with a speed change ratio that can be changed during the operation of the internal combustion engine. The target charge / discharge amount is adjusted so that the drive force to be output from the electric motor is reduced while corresponding to the required drive force required for the drive shaft, and the internal combustion engine set based on the adjusted target charge / discharge amount is adjusted. The internal combustion engine is prohibited so that the stop of the internal combustion engine is prohibited regardless of the engine target power, and the power based on the set engine target power is output from the internal combustion engine and the driving force based on the required driving force is output to the drive shaft. Drive control of the electric power drive input / output means and the electric motor is performed, and after the drive control, the shift transmission means is driven and controlled so that the gear ratio is changed. After the gear ratio is changed, the target charge / discharge amount is adjusted and the internal combustion engine is adjusted. Stop To cancel the stop. Therefore, it is possible to suppress a shift shock when changing the gear ratio by adjusting the target charge / discharge amount while avoiding a short-time stop and restart of the internal combustion engine.

The method for controlling the power output apparatus of the present invention includes:
Electric power input / output means connected to the internal combustion engine, an output shaft and a drive shaft of the internal combustion engine, and outputting at least a part of the power from the internal combustion engine to the drive shaft by input / output of electric power and power, and power generation is possible Power transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a changeable gear ratio, power power input / output means, and power storage means capable of exchanging power with the motor. A method of controlling a power output device comprising:
(A) setting an engine target power required for the internal combustion engine based on a required drive force required for the drive shaft and a target charge / discharge amount of the power storage means;
(B) The internal combustion engine is operated when the set engine target power satisfies a predetermined condition, and the operation of the internal combustion engine is stopped when the engine target power does not satisfy the predetermined condition. Driving and controlling the internal combustion engine,
(C) When an instruction to change the speed ratio in the speed change transmission means is given during operation of the internal combustion engine, the target value is reduced so that the driving force to be output from the electric motor is reduced while corresponding to the required driving force. The discharge amount is adjusted, and the stoppage of the internal combustion engine in the step (b) is prohibited and set regardless of the engine target power set in the step (a) based on the adjusted target charge / discharge amount. The internal combustion engine, the electric power drive input / output means, and the electric motor are driven and controlled so that power based on the engine target power is output from the internal combustion engine and drive power based on the required drive power is output to the drive shaft. Then, after the drive control, the transmission transmission means is drive-controlled so that the gear ratio is changed, and the adjustment of the target charge / discharge amount and the prohibition of the stop of the internal combustion engine after the gear ratio is changed And it is required to release the.

  According to the control method of the power output apparatus of the present invention, the speed ratio in the speed change transmission means for transmitting power between the rotating shaft and the drive shaft of the motor with a speed change ratio that can be changed during the operation of the internal combustion engine. When the change is directed, the target charge / discharge amount is adjusted so that the drive force to be output from the electric motor becomes small while corresponding to the required drive force required for the drive shaft, and based on the adjusted target charge / discharge amount Regardless of the set engine target power of the internal combustion engine, the internal combustion engine is prohibited from being stopped, and the power based on the set engine target power is output from the internal combustion engine and the drive power based on the required drive power is output to the drive shaft. The internal combustion engine, the power drive input / output means and the electric motor are controlled to be driven, and the speed change transmission means is controlled to be changed after the drive control, and the target charge / discharge amount is changed after the speed ratio is changed. Adjustment of To cancel the prohibition of stop of the internal combustion engine. Therefore, it is possible to suppress a shift shock when changing the gear ratio by adjusting the target charge / discharge amount while avoiding a short-time stop and restart of the internal combustion engine.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire 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 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 MG1 is connected to the sun gear 31, and the transmission 60 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, 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 input from the carrier 34 The power from 22 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 output from the ring gear shaft 32a to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 and the rotational speed Nr of the ring gear shaft 32a by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. Yes. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of the 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, 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 the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2 off. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited. In the embodiment, the brakes B1 and B2 are turned on and off by adjusting the hydraulic pressure applied to the brakes B1 and B2 by driving a hydraulic actuator (not shown).

  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. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 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 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, etc. are input via the input port. ing. The hybrid electronic control unit 70 outputs a drive signal to actuators (not shown) of the brakes B1 and B2 of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

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

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when switching the gear position of the transmission 60 will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  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 Nm1, of the motors MG1, MG2. A process of inputting data such as Nm2, the remaining capacity SOC of the battery 50, the input / output limits Win and Wout of the battery 50, and the current reduction ratio Gr of the transmission 60 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational speed sensors 43 and 44. It was supposed to be. The remaining capacity SOC is calculated based on the charge / discharge current of the battery 50 detected by the current sensor, and is input from the battery ECU 52 by communication. Input / output limits Win and Wout are set based on the remaining capacity SOC, battery temperature, and the like. The current reduction ratio Gr is set based on the current gear state of the transmission 60.

  Subsequently, the required torque Tr * and the required power Pr * to be output to the ring gear shaft 32a as the drive shaft are set based on the input accelerator opening Acc and the vehicle speed V (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived from the required torque setting map and set. FIG. 4 shows an example of a map for setting the required torque. The required power Pr * is calculated by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a. The rotational speed Nr may be calculated, for example, by multiplying the vehicle speed V by the conversion factor k, or may be calculated by dividing the rotational speed Nm2 of the motor MG2 by the current reduction ratio Gr of the transmission 60. it can.

  Then, based on the input remaining capacity SOC of the battery 50 and the accelerator opening degree Acc, a target charge / discharge amount Pch * to be charged / discharged by the battery 50 is set (step S120). The target charge / discharge amount Pch * is determined to be positive or negative so that the charge is a positive value and the discharge is a negative value.

  Next, it is determined whether or not a shift request for the transmission 60 has been made (step S130). The shift request of the transmission 60 is requested as switching from the Hi gear state to the Lo gear state, or switching from the Lo gear state to the Hi gear state, and the timing depends on the required torque Tr *, the vehicle speed V, or the like. Based on.

  If it is determined that the transmission request for the transmission 60 has not been made, the engine is determined by the sum of the required power Pr * set in step S110, the target charge / discharge amount Pch * of the battery 50 set in step S120, and a loss. The required power Pe * is set (step S170), and the set engine required power Pe * is compared with the threshold value Peref (step S180). Here, the threshold value Peref is a threshold value for determining whether or not the operation of the engine 22 should be stopped for efficiency, and is determined by the engine 22 or the like.

  If it is determined that the engine required power Pe * is larger than the threshold value Peref, it is determined that the engine 22 should be operated, and the target engine speed Ne * and the target torque Te of the engine 22 are determined based on the set engine required power Pe *. The process of setting * is performed (step S190). This process is performed by setting the target rotational speed Ne * and the target torque Te * based on the operation line for operating the engine 22 efficiently and the engine required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant target power Pe * (Ne * × Te *).

  When the target rotational speed Ne * and the target torque Te * are set, the set target rotational speed Ne *, the rotational speed Nr (= Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30 are used. The target rotational speed Nm1 * of the motor MG1 is calculated by the following formula (1), and the torque command Tm1 * of the motor MG1 is calculated by the following formula (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. (Step S200). FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed Nr of the ring gear 32 (ring gear shaft 32a). As described above, since the rotation speed of the sun gear 31 is the rotation speed Nm1 of the motor MG1 and the rotation speed of the carrier 34 is the rotation speed Ne of the engine 22, the target rotation speed Nm1 * of the motor MG1 is the rotation speed of the ring gear shaft 32a. Based on Nr, the target rotational speed Ne * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30, it can be calculated by the equation (1). Therefore, the motor MG1 can be rotated at the target rotational speed Ne * by setting the target torque Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Here, Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “KP” in the second term on the right side is a gain of a proportional term. Yes, “KI” in the third term on the right side is the gain of the integral term.

モータＭＧ１の目標回転数Ｎｍ１＊とトルク指令Ｔｍ１＊とを計算すると、要求トルクＴｒ＊とトルク指令Ｔｍ１＊と動力分配統合機構３０のギヤ比ρと現在の変速機６０の減速比Ｇｒとに基づいて次式（３）により要求トルクＴｒ＊をリングギヤ軸３２ａに出力するためにモータＭＧ２から出力すべきトルクとしての仮モータトルクＴｍ２ｔｍｐを設定すると共に（ステップＳ２１０）、バッテリ５０の入出力制限Ｗｉｎ，ＷｏｕｔとモータＭＧ１のトルク指令Ｔｍ１＊と回転数Ｎｍ１と回転数Ｎｍ２とに基づいてそれぞれ次式（４），（５）によりモータＭＧ２から出力してもよいトルクの下限値および上限値としてのトルク制限値Ｔｍｉｎ，Ｔｍａｘを計算し（ステップＳ２２０）、仮モータトルクＴｍ２ｔｍｐをトルク制限値Ｔｍｉｎ，ＴｍａｘでガードすることによりモータＭＧ２のトルク指令Ｔｍ２＊を設定する（ステップＳ２３０）。これにより、トルク指令Ｔｍ２＊を、バッテリ５０の入出力制限Ｗｉｎ，Ｗｏｕｔの範囲内で制限したトルクとして求めることができる。

When the target rotational speed Nm1 * of the motor MG1 and the torque command Tm1 * are calculated, it is based on the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the current reduction ratio Gr of the transmission 60. In order to output the required torque Tr * to the ring gear shaft 32a according to the following equation (3), a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is set (step S210), and the input / output limit Win, Torque as lower limit value and upper limit value of torque that may be output from motor MG2 by the following equations (4) and (5) based on Wout, torque command Tm1 * of motor MG1, rotation speed Nm1, and rotation speed Nm2, respectively. Limit values Tmin and Tmax are calculated (step S220), and the temporary motor torque Tm2tmp is calculated as the torque limit value Tmi. , It sets the torque command of the motor MG2 Tm2 * by guard Tmax (step S230). Thereby, the torque command Tm2 * can be obtained as a torque limited within the range of the input / output limits Win and Wout of the battery 50.

ステップＳ１８０でエンジン要求パワーＰｅ＊が閾値Ｐｅｒｅｆ以下と判定されると、エンジン２２の運転を停止すべきと判断して、次に、フラグＦ１が値１であるか否かを判定する（ステップＳ２５０）。ここで、フラグＦ１は、変速要求がなされたときに値１が設定されるフラグであり、初期値としては値０が設定される。いま、変速要求がなされていないときを考えているから、フラグＦ１は値０に設定されている。従って、ステップＳ２５０では、否定的な判定がなされ、値０の目標トルクＴｅ＊でエンジン２２の運転を停止する設定を行なうと共に（ステップＳ２６０）、モータＭＧ１のトルク指令Ｔｍ１＊を値０に設定する（ステップＳ２８０）。そして、要求トルクＴｒ＊を現在の減速比Ｇｒで除したものをモータＭＧ２から出力すべき仮モータトルクＴｍ２ｔｍｐとして設定すると共に（ステップＳ２９０）、バッテリ５０の入出力制限Ｗｉｎ，ＷｏｕｔをそれぞれモータＭＧ２の回転数Ｎｍ２で除したものをモータＭＧ２から出力してもよいトルクの下限値および上限値としてのトルク制限値Ｔｍｉｎ，Ｔｍａｘを計算し（ステップＳ３００）、仮モータトルクＴｍ２ｔｍｐをトルク制限値Ｔｍｉｎ，ＴｍａｘでガードすることによりモータＭＧ２のトルク指令Ｔｍ２＊を設定する（ステップＳ２３０）。

If it is determined in step S180 that the engine required power Pe * is equal to or less than the threshold value Peref, it is determined that the operation of the engine 22 should be stopped, and then it is determined whether or not the flag F1 is 1 (step S250). ). Here, the flag F1 is a flag that is set to a value 1 when a shift request is made, and a value 0 is set as an initial value. Since the time when no shift request is made is considered, the flag F1 is set to 0. Accordingly, in step S250, a negative determination is made, and setting is made to stop the operation of the engine 22 at the target torque Te * of 0 (step S260), and the torque command Tm1 * of the motor MG1 is set to 0. (Step S280). Then, the value obtained by dividing the required torque Tr * by the current reduction ratio Gr is set as the temporary motor torque Tm2tmp to be output from the motor MG2 (step S290), and the input / output limits Win and Wout of the battery 50 are set to the values of the motor MG2. Torque limit values Tmin and Tmax as the lower limit value and upper limit value of the torque that may be output from the motor MG2 divided by the rotational speed Nm2 are calculated (step S300), and the temporary motor torque Tm2tmp is calculated as the torque limit values Tmin and Tmax. The torque command Tm2 * of the motor MG2 is set by guarding with (Step S230).

  When the target rotational speed Ne *, the target torque Te *, the torque commands Tm1 *, and Tm2 * are thus set, the target rotational speed Ne * and the target torque Te * are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * are transmitted. It transmits to motor ECU40 (step S240), and this routine is complete | finished. Thus, the engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control and ignition control so that the engine 22 is operated at the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 output torques corresponding to the torque commands Tm1 * and Tm2 *, respectively. As described above, when the engine required power Pe * is equal to or less than the threshold value Peref, the setting for stopping the operation of the engine 22 is made, and thereafter, the engine 22 is stopped and the required torque Tr * from the motor MG2 is set. Traveling is performed in a motor operation mode that outputs an appropriate torque.

  If it is determined in step S130 that a shift request has been made, the value of the flag F1 is checked (step S140). If the flag F1 is 0, the target charge / discharge amount Pch * is adjusted (step S150). The flag F1 is set to 1 (step S160). Here, in the process of adjusting the target charge / discharge amount Pch *, the target charge / discharge amount Pch set in step S120 is set so as to make the absolute value of the torque command Tm2 * of the motor MG2 as small as possible while securing the required torque Tr *. This is the process of adjusting *. The reason why the absolute value of the torque command Tm2 * is made small is to suppress a shock when shifting according to the shift request. When the rotational speed Nm1 of the motor MG1 is a positive rotational speed, a negative driving force, that is, a braking force is set as the required torque Tr * in step S110, and charging (positive value) is performed as the target charge / discharge amount Pch * in step S120. ) Is set. This state can be considered as the state of the alignment chart of FIG. In this state, the engine required power Pe * is increased by the target charge / discharge amount Pch *, and therefore the torque directly transmitted from the engine 22 to the ring gear shaft 32a (hereinafter, this torque is referred to as direct torque) is the battery 50. Becomes larger than when the target charge / discharge amount Pch * is zero. In order to secure the required torque Tr *, it is necessary for the motor MG2 to output to the ring gear shaft 32a a braking torque having a minus sign with the magnitude of the sum of the absolute value of the direct torque and the absolute value of the required torque Tr *. Therefore, as the charge (positive value) of the target charge / discharge amount Pch * increases, a larger braking torque must be output from the motor MG2, and a shift shock increases when shifting is performed in this state. Therefore, if the target charge / discharge amount Pch * is adjusted so as to be small (for example, adjusted to zero), the direct torque can be reduced, and the absolute value of the torque command Tm2 * is reduced accordingly. Therefore, the shift shock can be suppressed. Next, when the rotational speed Nm1 of the motor MG1 is a negative rotational speed, a positive driving force is set as the required torque Tr * in step S110, and charging (positive value) is set as the target charge / discharge amount Pch * in step S120. Consider the set state. This state can be considered as the state of the alignment chart of FIG. At this time, since the motor MG1 is normally in a power running state and the motor MG2 is in a regenerative operation state, the direct torque is larger than the required torque Tr *, and this direct torque is charged by the target charge / discharge amount Pch *. The bigger it is, the bigger it gets. For this reason, the motor MG2 must output a braking torque whose direct torque exceeds the required torque Tr * and has a negative sign to the ring gear shaft 32a. . Therefore, if the target charge / discharge amount Pch * for charging is adjusted so that the value becomes small (for example, adjusted to zero or a negative value (discharge)), the direct torque can be reduced, and the torque command Tm2 * is correspondingly reduced. Since the absolute value of can be reduced, a shift shock can be suppressed. When a positive driving force is set as the required torque Tr * in step S110 when the rotational speed Nm1 of the motor MG1 is a positive rotational speed (state in the collinear diagram of FIG. 6), the motor is normally Since MG1 is in the regenerative operation state and the motor MG2 is in the powering operation state, setting the charge as the target charge / discharge amount Pch * can increase the direct torque, and the drive torque for the share of the motor MG2 can be reduced. In this direction, the target charge / discharge amount Pch * is adjusted. Needless to say, such adjustment of the target charge / discharge amount Pch * is performed within the range of the input / output limits Win and Wout of the battery 50.

  When the target charge / discharge amount Pch * is adjusted in this way, the engine request power Pe * is set based on the sum of the required power Pr *, the adjusted target charge / discharge amount Pch *, and the loss (Loss) (step S170). The power Pe * is compared with the threshold value Peref (step S180). If it is determined that the engine required power Pe * is larger than the threshold value Peref, the processing of steps S190 to S240 described above is performed, and this routine is terminated. On the other hand, if it is determined that the engine required power Pe * is equal to or less than the threshold value Peref, it is determined whether or not the flag F1 is a value 1 (step S250). Since the state where the transmission request for the transmission 60 has been made is considered now, the flag F1 is set to the value 1 in step S160. Accordingly, an affirmative determination is made in step S250, the engine 22 is set to be idling with a target torque Te * of 0, and the above-described steps S280 to S300, S230, and S240 are sequentially performed, and this routine is executed. finish. That is, while the shift request is being made, the engine 22 is idling to prohibit the stop of the engine 22 even when the engine required power Pe * is equal to or less than the threshold value Peref. Therefore, when the engine required power Pe * becomes equal to or lower than the threshold value Peref, the engine 22 travels while outputting the torque corresponding to the required torque Tr * from the motor MG2 while idling. When the predetermined time (8 msec in the embodiment) has elapsed and this routine is executed next, if it is determined in step S140 that the flag F1 is 1, the transmission 60 is shifted. (Step S310), the flag F1 is set to 0 and the flag F2 is set to 1 (Step S320). When this flag F2 is set to a value of 1, it means that the shift process has been completed, and it is determined that a shift request has not been made in step S130 the next time this routine is executed. At this time, since the flag F1 is set to 1, when the engine required power Pe * is equal to or less than the threshold value Peref, a negative determination is made in step S250 and the operation of the engine 22 is stopped. That is, the prohibition of engine stop is canceled. As described above, the engine 22 is prohibited from being stopped only while the speed change request is being made. The engine required power Pe * exceeds the threshold Peref by adjusting the target charge / discharge amount Pch * according to the speed change request. This is to prevent the engine 22 from being stopped and restarted over time. Note that the gear shifting process of the transmission 60 is specifically performed when the gear shift request is switching from the Lo gear state to the Hi gear state, and the brake B1 is off and the brake B2 is on. When the brake B2 is switched off and the shift request is switching from the Hi gear state to the Lo gear state, the brake B1 is turned on, the brake B2 is turned off, the brake B1 is turned off, and the brake B2 is turned on. The hydraulic actuator is driven and controlled to switch to the state, and the hydraulic pressure is applied to the brakes B1 and B2.

  According to the hybrid vehicle 20 of the embodiment described above, when a shift request for the transmission 60 is made, the target charge / discharge amount is set so as to reduce the absolute value of the torque command Tm2 * of the motor MG2 while ensuring the required torque Tr *. As well as adjusting Pch *, even if the engine required power Pe * (= Pr * + Pch * + Loss) is less than or equal to the threshold value Peref, the engine 22 is prohibited from being stopped and the transmission 60 is shifted. When finished, the adjustment of the target charge / discharge amount Pch * and the prohibition of the operation stop of the engine 22 are canceled. Therefore, the torque output from the motor MG2 while avoiding that the engine 22 is stopped and restarted in a short time due to the engine required power Pe * straddling the threshold value Peref depending on whether or not the target charge / discharge amount Pch * is adjusted. The shock at the time of gear shifting can be suppressed by reducing.

  In the hybrid vehicle 20 of the embodiment, when the shift request is made and the operation stop of the engine 22 is prohibited, the drive control is performed so that the engine 22 is idling when the engine required power Pe * is equal to or less than the threshold value Peref. The idling operation may not necessarily be performed. In this case, the engine required power Pe * may be output from the engine 22, that is, the processing of steps S190 to S240 in FIG. 3 may be executed.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 has two shift stages for switching between the Lo gear state and the Hi gear state, but may have three or more shift stages. It is not limited to such a stepped transmission, and may be a continuously variable transmission.

  The hybrid vehicle 20 according to the embodiment is applied to one that outputs power from the engine 22 to a ring gear shaft 32a as a drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30 to which the motor MG1 is connected. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 8, the drive from which the power from the engine 22 is output to the inner rotor 132 and the drive wheels 39 a and 39 b connected to the crankshaft 26 of the engine 22. An outer rotor 134 connected to the shaft, which transmits a part of the power of the engine 22 to the drive shaft and outputs the remaining power to the drive wheels 39a and 39b via the counter-rotor motor 130 which converts the remaining power into electric power It is good also as what applies to.

  Further, in the hybrid vehicle 20 of the embodiment, the rotation shaft of the motor MG2 is connected to the drive shaft connected to the drive wheels 39a and 39b via the transmission 60, but the hybrid vehicle of the modified example of FIG. As illustrated in 220, the rotation shaft of the motor MG2 may be connected to the drive shaft connected to the drive wheels 39c and 39d different from the drive wheels 39a and 39b via the transmission 60. In addition, a motor may be connected to the drive shaft connected to the drive wheels 39a and 39b.

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

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as one embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing explaining a mode that the target rotation speed Ne * and the target torque Te * are set from engine request | requirement power Pe *. FIG. 6 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in each rotational element of the power distribution and integration mechanism 30 when the rotational speed Nm1 of the motor MG1 is a positive rotational speed. FIG. 6 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in each rotational element of the power distribution and integration mechanism 30 when the rotational speed Nm1 of the motor MG1 is a negative rotational speed. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 37 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotational shaft, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61 sun gear, 62 ring gear, 63a first pinion gear 63b Second pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 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, 130 Counter rotor motor, 132 Inner rotor, 134 Outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (11)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power;
A motor capable of generating electricity,
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Engine target power setting means for setting engine target power required for the internal combustion engine based on a required driving force required for the drive shaft and a target charge / discharge amount of the power storage means;
The internal combustion engine is operated when the set engine target power satisfies a predetermined condition, and the internal combustion engine is stopped when the engine target power does not satisfy the predetermined condition. Engine operation stop control means for driving control;
The target charge / discharge amount is set so that the driving force to be output from the electric motor becomes small while responding to the required driving force when an instruction to change the transmission gear ratio in the shift transmission means is given during the operation of the internal combustion engine. The engine set by prohibiting the stop of the internal combustion engine in the engine operation stop means regardless of the engine target power set by the engine target power setting means based on the adjusted target charge / discharge amount Driving control of the internal combustion engine, the power power input / output means and the electric motor so that power based on target power is output from the internal combustion engine and driving power based on the required driving force is output to the drive shaft; The shift transmission means is drive-controlled so that the gear ratio is changed after the drive control, and the adjustment of the target charge / discharge amount and the stop of the internal combustion engine are prohibited after the gear ratio is changed. Power output apparatus and a shift time control means for releasing and.   The shift time control means is an engine target power set by the engine target power setting means based on the requested driving force and the adjusted target charge / discharge amount while prohibiting the stop of the internal combustion engine. 2. The power output apparatus according to claim 1, which is means for idling the internal combustion engine when the predetermined condition is not satisfied.   When the set engine target power satisfies the predetermined condition, the engine operation stop control means outputs power based on the set engine target power from the internal combustion engine and adds to the required driving force. Driving control of the internal combustion engine, the power power input / output means and the electric motor so that a driving force based on the driving power is output, and when the set engine target power no longer satisfies the predetermined condition, The power output apparatus according to claim 1 or 2, wherein the power output device is a means for driving and controlling the electric motor so that a driving force based on the required driving force is output from the electric motor to the driving shaft by stopping the internal combustion engine.   The engine operation stop control means operates the internal combustion engine as the predetermined condition when the set engine target power is larger than the predetermined power, and the set engine target power becomes equal to or less than the predetermined power. The power output apparatus according to any one of claims 1 to 3, which is means for stopping the operation of the internal combustion engine when the engine starts.   The shift time control means adjusts the target charge / discharge amount when a target charge / discharge amount to be charged to the power storage means is set while a negative driving force is being output to the drive shaft. The power output apparatus according to any one of claims 1 to 4, which is means for adjusting the target charge / discharge amount so as to limit charging.   The shift control means adjusts the target charge / discharge amount while the positive driving force is being output to the drive shaft with the output of power from the power power input / output means. 6. The power output apparatus according to claim 1, which is means for adjusting the target charge / discharge amount so as to limit the charge when a target charge / discharge amount to be charged is set.   The power power input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and power to be input / output to any two of the three shafts is determined. 3. A means comprising: a three-axis power input / output means for determining the power input / output to / from the remaining one shaft; and a generator capable of inputting / outputting power to the third rotating shaft. 6. The power output device according to any one of 6.   The power / power input / output means includes a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the power and power based on electromagnetic action. The power output device according to any one of claims 1 to 6, wherein the power output device is a counter-rotor motor that outputs at least a part of the power from the internal combustion engine to the drive shaft by the input / output of.   An automobile mounted with the power output apparatus according to any one of claims 1 to 8 and having an axle connected to the drive shaft. A drive device that inputs power from an internal combustion engine and outputs power to a drive shaft,
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power;
A motor capable of generating electricity,
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Engine target power setting means for setting engine target power required for the internal combustion engine based on a required driving force required for the drive shaft and a target charge / discharge amount of the power storage means;
The internal combustion engine is operated when the set engine target power satisfies a predetermined condition, and the internal combustion engine is stopped when the engine target power does not satisfy the predetermined condition. Engine operation stop control means for driving control;
The target charge / discharge amount is set so that the driving force to be output from the electric motor becomes small while responding to the required driving force when an instruction to change the transmission gear ratio in the shift transmission means is given during the operation of the internal combustion engine. The engine set by prohibiting the stop of the internal combustion engine in the engine operation stop means regardless of the engine target power set by the engine target power setting means based on the adjusted target charge / discharge amount Driving control of the internal combustion engine, the power power input / output means and the electric motor so that power based on target power is output from the internal combustion engine and driving power based on the required driving force is output to the drive shaft; The shift transmission means is drive-controlled so that the gear ratio is changed after the drive control, and the adjustment of the target charge / discharge amount and the stop of the internal combustion engine are prohibited after the gear ratio is changed. Drive device and a shift-time control means for releasing and. Electric power input / output means connected to the internal combustion engine, an output shaft and a drive shaft of the internal combustion engine, and outputting at least a part of the power from the internal combustion engine to the drive shaft by input / output of electric power and power, and power generation is possible Power transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a changeable gear ratio, power power input / output means, and power storage means capable of exchanging power with the motor. A method of controlling a power output device comprising:
(A) setting an engine target power required for the internal combustion engine based on a required drive force required for the drive shaft and a target charge / discharge amount of the power storage means;
(B) The internal combustion engine is operated when the set engine target power satisfies a predetermined condition, and the operation of the internal combustion engine is stopped when the engine target power does not satisfy the predetermined condition. Driving and controlling the internal combustion engine,
(C) When an instruction to change the speed ratio in the speed change transmission means is given during operation of the internal combustion engine, the target value is reduced so that the driving force to be output from the electric motor is reduced while corresponding to the required driving force. The discharge amount is adjusted, and the stoppage of the internal combustion engine in the step (b) is prohibited and set regardless of the engine target power set in the step (a) based on the adjusted target charge / discharge amount. The internal combustion engine, the electric power drive input / output means, and the electric motor are driven and controlled so that power based on the engine target power is output from the internal combustion engine and drive power based on the required drive power is output to the drive shaft. Then, after the drive control, the transmission transmission means is drive-controlled so that the gear ratio is changed, and the adjustment of the target charge / discharge amount and the prohibition of the stop of the internal combustion engine after the gear ratio is changed The method of the power output device to release the.

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