JP4054009B2 - Power output device, automobile equipped with the same, drive device, and shift control method in power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce a gear change shock in changing gear change stages of a transmission in a device which outputs power from an electric motor to a drive shaft through the transmission. <P>SOLUTION: When changing the gear change stage of the transmission which transmits power of a motor MG2 to the drive shaft, while transmitting torque from the motor MG2, a torque instruction Tm2* before change of the gear change stage is maintained until the number of rotations Nm2 of the motor MG2 reaches to the change start number of rotations Nst near to the after change number of rotation Nend, then the torque instruction Tm2* of the motor MG2 is smoothly changed to the torque Tend after the change of the gear change stage according to the change of the number of rotation Nm2 of the motor MG2. Thereby, the gear change shock by decline of torque in changing the gear change stage or the like can be reduced. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to a power output device, an automobile equipped with the power output device, a drive device, and a shift control method in the power output device.

Conventionally, as this type of power output apparatus, an apparatus has been proposed in which power from a motor is shifted using an automatic transmission and output to a drive shaft connected to an axle (see, for example, Patent Document 1). In this device, when changing the gear position of the automatic transmission, the shift shock is reduced by controlling the torque output from the motor in consideration of the change in torque with respect to the rotational speed of the motor and the effect of inertia at the time of shifting. is doing.
JP-A-6-319210

  However, in the above-described power output device, there is a case where the torque output to the drive shaft during the shift of the automatic transmission is smaller than the target torque. Automatic transmissions often shift through half-engagement of the clutch. When downshifting with such automatic transmissions, the torque output from the motor as the motor speed increases in order to maintain the same output power. When the torque is reduced, the torque transmitted to the drive shaft side through the half-engagement of the clutch also decreases due to the decrease in torque. In this case, there is an influence that inertia further occurs on the negative side, so that the transmitted torque is further reduced. Even if the torque output from the motor is controlled in consideration of the influence of inertia as in the power output device described above, the influence of inertia can be canceled out, but the decrease in torque caused by other than the influence of inertia It cannot be suppressed and a shift shock occurs.

  The power output device of the present invention, a vehicle equipped with the power output device, a drive device, and a shift control method in the power output device are a shift in a device that outputs to a drive shaft via a transmission having a shift stage capable of changing power from the electric motor. An object of the present invention is to reduce the shift shock at the time of changing the gear position of the machine.

  The power output apparatus of the present invention, an automobile equipped with the power output apparatus, a drive apparatus, and a shift control method in the power output apparatus employ the following means in order to achieve the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An electric motor capable of outputting power;
Shifting with a plurality of shift stages capable of changing power from the electric motor and transmitting to the drive shaft, and at least changing the plurality of shift stages to the deceleration side, half-engage a clutch related to the change of the shift stage Shift transmission means capable of transmitting power from the electric motor to the drive shaft by
When an instruction to change the shift stage of the shift transmission means to the deceleration side is made, a change precursor power and a post-change drive force to be output from the motor before and after the change of the shift stage are set, and from the motor Maintaining the state in which the set change precursor power is output and starting the change to the deceleration side of the shift stage, and the motor and the shift transmission means so that the half engagement by the clutch related to the change of the shift stage is executed The driving force output from the electric motor is changed from the set change precursor power to the set post-change drive force after the shift stage is changed to a predetermined level by half engagement by the clutch. Shift control means for controlling the electric motor and the shift transmission means,
It is a summary to provide.

  In the power output apparatus according to the present invention, when an instruction is given to change the speed of the transmission speed transmission means to the speed reduction side to the drive shaft by shifting with a plurality of speeds capable of changing the power from the electric motor, Before and after the change, the change precursor power to be output from the motor and the changed driving force are set, the state where the change precursor power set from the motor is output is maintained, and the change to the deceleration side of the shift stage is started and the shift is performed. The motor and shift transmission means are controlled so that the half-engagement by the clutch relating to the change of the stage is executed, and the drive output from the motor after the change of the shift stage reaches a predetermined level by the half-engagement by the clutch The electric motor and the shift transmission means are controlled so that the force is changed from the set change precursor power to the set post-change driving force. That is, since the change precursor power is output from the motor until the change of the shift stage reaches a predetermined level due to the half-engagement by the clutch, the shift transmission of the driving force output from the motor when the shift stage is changed is transmitted. It can suppress that the driving force transmitted to a drive shaft via a means falls. As a result, so-called shift shock can be reduced. 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.

  In such a power output apparatus of the present invention, the shift control means is configured such that when the rotation speed of the electric motor reaches a predetermined ratio with respect to the rotation speed assumed after the change of the gear position due to half-engagement by the clutch. It may be a means for controlling the electric motor and the shift transmission means so that the driving force output from the electric motor is changed from the set changed precursor power to the set post-change driving force. In this way, a reduction in the driving force output to the drive shaft, which may occur until the rotational speed of the motor reaches a predetermined ratio with respect to the rotational speed assumed after the change of the gear stage, is suppressed by half engagement by the clutch. Can do.

  In the power output device of the present invention, the shift control means may be configured such that the driving force output from the electric motor after the half-engagement by the clutch continues for a predetermined time after the set change precursor power is changed from the set change precursor power. It may be a means for controlling the electric motor and the shift transmission means so as to be changed to a driving force. In this way, it is possible to suppress a decrease in the driving force output to the drive shaft that may occur until the half-engagement by the clutch is continued for a predetermined time.

  Further, in the power output device of the present invention, the shift control means may rotate the motor when the driving force output from the motor is changed from the set changed precursor power to the set changed driving force. It may be a means for controlling the electric motor and the shift transmission means so that the change of the driving force is finished when the number reaches the assumed rotation speed after the change of the shift stage. By so doing, it is possible to smoothly change the driving force to be output from the electric motor.

  Alternatively, in the power output apparatus of the present invention, the shift control means is output from the electric motor when the rotational speed of the electric motor reaches an estimated rotational speed after changing the gear position by half-engagement of the clutch. It may be a means for controlling the electric motor and the shift transmission means so that the driving force is changed from the set change precursor power to the set post-change drive force. By so doing, it is possible to suppress a decrease in driving force output to the drive shaft that may occur until the rotational speed of the electric motor reaches the rotational speed assumed after the change of the gear position due to half-engagement by the clutch.

  In the power output apparatus of the present invention, an internal combustion engine and at least a part of the power from the internal combustion engine connected to the output shaft of the internal combustion engine and the drive shaft and input / output of power and power are supplied to the drive shaft. Electric power input / output means for outputting to the drive shaft, required drive force setting means for setting the required drive force to be output to the drive shaft, and the internal combustion engine so that a drive force based on the set required drive force is output. Drive control means for controlling the electric power drive input / output means, the shift transmission means, and the electric motor, wherein the shift control means includes the shift transmission means by the drive control means before and after the change of the shift stage, and It may be a means for changing the gear position so as to be interlocked with the control of the electric motor. In this way, the power required for the drive shaft can be output by the power from the internal combustion engine, the power power input / output means and the electric motor, and the shift stage of the speed change transmission means can be changed smoothly. In this case, the electric power drive input / output means is connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotary shaft, and is based on the power input / output to any two of the three shafts. The power supply input / output unit may include a three-axis power input / output unit that inputs / outputs power to the remaining shaft and a generator that can input / output power to the rotating shaft. The means includes a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, the first rotor, the second rotor, It is also possible to be a counter-rotor electric motor that rotates by relative rotation of the motor.

  The power output apparatus of the present invention includes an internal combustion engine, power generation means for generating power using power from the internal combustion engine, and power storage means capable of exchanging power with the motor and the power generation means. You can also.

  The automobile of the present invention is a 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 electric motor capable of outputting power, Shifting with a plurality of shift stages capable of changing the power from the electric motor and transmitting to the drive shaft, at least when changing the plurality of shift stages to the deceleration side, the clutch relating to the change of the shift stage is half-engaged Thus, when an instruction to change the speed of the speed change transmission means to the deceleration side is given from the electric motor before and after the change of the speed change stage, when the transmission from the electric motor is transmitted to the drive shaft. The change precursor power to be output and the driving force after change are set, the state where the set change precursor power is output from the electric motor is maintained, the change to the deceleration side of the shift stage is started, and the shift stage is changed. Related class A driving force output from the electric motor after the change of the shift speed reaches a predetermined level by the half engagement by the clutch. And a shift control means for controlling the electric motor and the shift transmission means so that the set change precursor power is changed from the set change precursor power to the set post-change drive force, and an axle is the drive shaft. It is summarized that it is connected to.

  In the 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 effect exerted by the power output device of the present invention, for example, from the electric motor when changing the gear stage of the shift transmission means. Of the output driving force, it is possible to achieve the same effect as the effect of suppressing the driving force transmitted to the drive shaft via the transmission transmission means.

The drive device of the present invention is
A drive device connected to the drive shaft and the rotating shaft of the electric motor,
Shifting with a plurality of shift stages capable of changing power from the electric motor and transmitting to the drive shaft, and at least changing the plurality of shift stages to the deceleration side, half-engage a clutch related to the change of the shift stage Shift transmission means capable of transmitting power from the electric motor to the drive shaft by
When an instruction to change the shift stage of the shift transmission means to the deceleration side is made, a change precursor power and a post-change drive force to be output from the motor before and after the change of the shift stage are set, and the motor Maintaining the state in which the set change precursor power is output and starting the change to the deceleration side of the shift stage, and the motor and the shift transmission means so that the half engagement by the clutch related to the change of the shift stage is executed The driving force output from the electric motor is changed from the set change precursor power to the set post-change drive force after the shift stage is changed to a predetermined level by half engagement by the clutch. Shift control means for controlling the electric motor and the shift transmission means,
It is a summary to provide.

  In the drive device according to the present invention, when an instruction is given to change the speed of the transmission speed transmission means to the speed reduction side to the drive shaft by shifting with a plurality of speeds capable of changing the power from the electric motor, the change of the speed is changed. The change precursor power to be output from the motor before and after the motor and the driving force after the change are set, the state where the change precursor power set from the motor is output is maintained, and the shift to the deceleration side is started and the shift stage is started. The driving force output from the motor after the change of the shift speed reaches a predetermined level by the half-engagement by the clutch is controlled so that the half-engagement by the clutch is executed. The electric motor and the shift transmission means are controlled so as to be changed from the changed precursor power set to the changed driving force set. That is, since the change precursor power is output from the motor until the change of the shift stage reaches a predetermined level due to the half-engagement by the clutch, the shift transmission of the driving force output from the motor when the shift stage is changed is transmitted. It can suppress that the driving force transmitted to a drive shaft via a means falls. As a result, so-called shift shock can be reduced.

  In such a driving device of the present invention, the driving device is connected to the output shaft of the internal combustion engine and the rotating shaft of the generator, and is connected to three shafts of the output shaft of the internal combustion engine, the driving shaft, and the rotating shaft. Three-axis power input / output means for inputting / outputting power to the remaining shafts based on power input / output to / from any two of the three shafts may be provided.

The speed change control method in the power output apparatus of the present invention includes:
An electric motor capable of outputting power and a plurality of shift stages capable of changing the power from the motor can be shifted and transmitted to the drive shaft, and at least when changing the plurality of shift stages to the deceleration side, the shift stage can be changed. In a power output device comprising: a shift transmission means capable of transmitting power from the electric motor to the drive shaft by half-engaging the clutch, control when changing the shift stage of the shift transmission means to the deceleration side A method,
Before and after the change of the shift stage, set the change precursor power and the changed drive force to be output from the electric motor,
The electric motor and the gear shift are performed such that the state in which the set change precursor power is output from the electric motor is started and the shift to the deceleration side is started, and the half-engagement by the clutch related to the gear shift is executed. Control the transmission means,
The electric motor is configured such that the driving force output from the electric motor after the shift stage reaches a predetermined level due to the half-engagement of the clutch is changed from the set changed precursor power to the set changed driving force. And controlling the shift transmission means.

  In this speed change control method in the power output apparatus of the present invention, when changing the speed of the transmission speed transmission means to the drive shaft to a speed reduction side with a plurality of speeds capable of changing the power from the motor, Before and after the change, the change precursor power to be output from the motor and the changed driving force are set, the state where the change precursor power set from the motor is output is maintained, and the change to the deceleration side of the shift stage is started and the shift is performed. The motor and shift transmission means are controlled so that the half-engagement by the clutch relating to the change of the stage is executed, and the drive output from the motor after the change of the shift stage reaches a predetermined level by the half-engagement by the clutch The electric motor and the shift transmission means are controlled so that the force is changed from the set change precursor power to the set post-change driving force. That is, since the change precursor power is output from the motor until the change of the shift stage reaches a predetermined level due to the half-engagement by the clutch, the shift transmission of the driving force output from the motor when the shift stage is changed is transmitted. It can suppress that the driving force transmitted to a drive shaft via a means falls. As a result, so-called shift shock can be reduced.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a drive device as one embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 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. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to 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.

  The brakes B1 and B2 are turned on and off by the hydraulic pressure from the hydraulic circuit 100 illustrated in FIG. As illustrated, the hydraulic circuit 100 adjusts the mechanical pump 102 driven by the rotation of the engine 22, the electric pump 104 incorporating an electric motor (not shown), and the line hydraulic pressure PL from the mechanical pump 102 or the electric pump 104. The three-way solenoid 106 and the pressure control valve 108, and linear solenoids 110 and 111, control valves 112 and 113, and accumulators 114 and 115 for adjusting the engagement force of the brakes B1 and B2 using the line hydraulic pressure PL. . In the hydraulic circuit 100, the line hydraulic pressure PL can be adjusted by controlling the opening and closing of the pressure control valve 108 by driving the three-way solenoid 106, and the engagement force of the brakes B1 and B2 is applied to the linear solenoids 110 and 111. It can be adjusted by controlling the opening and closing of the control valves 112 and 113 that transmit the line oil pressure PL to the brakes B1 and B2 by controlling the applied current.

  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 pedal 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. Has been. The hybrid electronic control unit 70 outputs a drive signal to the electric motor that drives the electric pump 104, a drive signal to the three-way solenoid 106, a drive signal to the linear solenoids 110 and 111, and the like via an output port. Has been. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  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 thus configured, particularly the operation when the accelerator 60 is turned on and the transmission 60 is downshifted will be described. FIG. 4 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 of the embodiment when the transmission 60 is downshifted. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first sets the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the motors MG1 and MG2 from the motor ECU 40. A process of inputting data necessary for control, such as the rotational speeds Nm1 and Nm2, the charge / discharge required power Pb * of the battery 50 from the battery ECU 52, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The charging / discharging required power Pb * is such that the larger the remaining capacity (SOC) of the battery 50 is larger than the reference value, the larger the power for discharging becomes, and the smaller the remaining capacity (SOC) smaller than the reference value, the more charged. What is set by the battery ECU 52 using a map set in advance so as to increase the power for use is input from the battery ECU 52 by communication.

  When the data is thus input, 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 and set from the stored map. FIG. 5 shows an example of the required torque setting map. The required power Pr * can be calculated by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion factor k.

  When the required torque Tr * and the required power Pr * are set, the engine required power Pe * to be output from the engine 22 is calculated by adding the required power Pr *, the charge / discharge required power Pb *, and the loss Loss (step) S120), based on the engine required power Pe *, a target rotational speed Ne * and a target torque Te * of the engine 22 are set (step S130). This setting 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. 6 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 by the intersection of the operating line and a curve with a constant engine required power Pe * (Ne * × Te *).

  Next, the target rotational speed Nm1 * of the motor MG1 is calculated and calculated by the following equation (1) using the target rotational speed Ne *, the rotational speed Nr of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the target rotational speed Nm1 * and the current rotational speed Nm1, a torque command Tm1 * for the motor MG1 is calculated by the following equation (2) (step S140). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 7 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the ring gear 32 (ring gear). The rotational speed Nr of the shaft 32a) is shown. The target rotational speed Nm1 * of the motor MG1 can be easily derived by using the rotational speed relationship in this alignment chart. Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Expression (2) is a relational expression in the feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In the expression (2), “k1” in the second term on the right side is the gain of the proportional term, and the right side The third term “k2” is the gain of the integral term. Note that the two thick arrows on the R axis in FIG. 7 indicate that the torque Te * output from the engine 22 when the engine 22 is steadily operated at the operation point of the target rotational speed Ne * and the target torque Te * is the ring gear shaft 32a. (Hereinafter, this torque is referred to as direct torque Ter) and torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nr / ρ (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)

  When the torque command Tm1 * of the motor MG1 is calculated, a value obtained by subtracting the direct torque Ter (= −Tm1 * / ρ) from the required torque Tr * should be divided by the current gear ratio Gr of the transmission 60 and output from the motor MG2. Torque command Tm2 * is calculated (step S150).

  Then, it is determined whether or not the gear stage is being shifted so as to downshift the transmission 60 (step S160). Now, considering the state immediately before the transmission 60 is downshifted, it is determined that the shift is not being performed. At this time, based on the vehicle speed V and the required torque Tr *, it is determined whether or not a shift speed change request due to a downshift of the transmission 60 has been made (step S170). Here, in the embodiment, the speed change request for the gear stage of the transmission 60 is stored in the ROM 74 as a speed change state setting map in which the relationship between the vehicle speed V, the required torque Tr *, and the gear state is determined in advance. When the required torque Tr * is given, the corresponding gear state is derived from the map, and the derived gear state is compared with the current gear state. An example of the shift state setting map is shown in FIG. In the embodiment, since the motor MG2 needs to be driven at the upper limit rotational speed or less, when the vehicle speed V is equal to or higher than the vehicle speed Vhi corresponding to the rotational speed slightly lower than the upper limit rotational speed, the transmission 60 is used regardless of the required torque Tr *. Is assumed to be in a Hi gear state. Since the state immediately before downshifting the transmission 60 is now considered, for example, the shift request for the shift stage of the transmission 60 is not made in the state of the Hi gear at point A in the figure.

  If it is determined in step S170 that a shift speed change request due to a downshift of the transmission 60 has not been made, the set target rotational speed Ne * and target torque Te * of the engine 22 are sent to the engine ECU 24 and the torque of the motor MG1. The command Tm1 * and the torque command Tm2 * of the motor MG2 are transmitted to the motor ECU 40 (step S260), and this routine ends. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control, ignition control, etc. so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. To do. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  On the other hand, the accelerator pedal 83 is depressed by the driver, and a large required torque Tr * is set. For example, when the A point in FIG. 8 is changed to the B point, the downshift of the transmission 60 is performed in step S170. When it is determined that the gear change request for the gear position is made, the gear ratio Gend of the transmission 60 after the gear change is multiplied by the rotation speed Nr of the ring gear shaft 32a (the state of the Lo gear). The change start rotation speed Nst for starting the torque change of the motor MG2 is calculated by multiplying the post-change rotation speed Nend, which is the rotation speed of the motor MG2, by a coefficient k (step S180). Here, the coefficient k sets the degree of change of the gear position when starting the change of the torque of the motor MG2, and is a value less than 1 (for example, a value of 0.9 or a value of 0.8). Is used. The reason why the change in the torque of the motor MG2 is started after the change in the shift speed has progressed to some extent will be described later. When the change start rotation speed Nst is calculated in this way, the start of the gear change process of the transmission 60 is instructed (step S190), and the set target rotation speed Ne *, target torque Te *, and torque commands Tm1 * and Tm2 * are obtained. This is transmitted (step S260), and this routine is finished.

  The process of changing the gear stage of the transmission 60 is performed by executing the gear stage changing process illustrated in FIG. 9 by the hybrid electronic control unit 70. In the gear change process, the CPU 72 of the hybrid electronic control unit 70 first executes fast fill (step S310). Here, the fast fill is a process of rapidly filling the pack with oil in order to fill a gap until the friction member comes into contact. Specifically, the linear solenoid 110 on the brake B1 side is changed when changing from the Lo gear to the Hi gear (upshift), and the linear solenoid on the brake B2 side is changed when changing from the Hi gear to the Lo gear (downshift). 111 is driven at a duty ratio close to 100%. In conjunction with the execution of the fast fill, an operation of removing oil acting on the brake opposite to the brake filled with the oil by the fast fill is also performed. When the execution of the fast fill is completed (step S320), the linear solenoids 110 and 111 are then kept at a low pressure from 100% to a low duty ratio (step S330), and the rotation speed Nm2 of the motor MG2 starts to change. The process waits for the vicinity of the rotation speed Nst (step S340). When the rotation speed Nm2 of the motor MG2 reaches the vicinity of the change start rotation speed Nst, the linear solenoids 110 and 111 are controlled to increase the duty ratio so that the hydraulic pressure is increased from the low pressure standby state (step S350). End the routine. It should be noted that the drive control routine illustrated in FIG. 4 is repeatedly executed during the gear position changing process.

  When the execution of such speed change processing is started, in the drive control routine, it is determined in step S160 that the speed of the transmission 60 is being changed, and the speed Nr after the change of the speed is changed to the rotational speed Nr of the ring gear shaft 32a. The post-change rotational speed Nend is calculated by multiplying the gear ratio Gend of the transmission 60 and the direct torque Tor (= −Tm1 * / ρ) is subtracted from the required torque Tr * to obtain the transmission 60 after the change of the gear position. Dividing by the gear ratio Gend, the torque (torque after change) Tend to be output from the motor MG2 after changing the gear position is calculated (step S200). Then, it is determined whether or not the rotational speed Nm2 of the motor MG2 has reached the vicinity of the post-change rotational speed Nend, that is, whether or not the rotational speed Nm2 has reached a rotational speed slightly smaller than the post-change rotational speed Nend (step S210). . This determination is performed so that the gear change process is not completed in the gear change process illustrated in FIG. 9, but the drive control routine is handled as the gear change being completed. Immediately after starting the change of the gear position of the transmission 60, since the rotation speed Nm2 of the motor MG2 is close to the rotation speed before the change of the shift speed, it is determined that it has not reached the post-change rotation speed Nend.

  Subsequently, whether or not the rotation speed Nm2 of the motor MG2 has reached the vicinity of the change start rotation speed Nst, that is, whether or not the rotation speed Nm2 has reached a rotation speed slightly higher than the change start rotation speed Nst. It is determined whether or not (step S220). This determination is performed to determine whether or not to change the torque of the motor MG2 in accordance with the change of the gear position. When the rotation speed Nm2 of the motor MG2 has not reached the vicinity of the change start rotation speed Nst, it is determined that the torque change of the motor MG2 is not yet required, and the set target rotation speed Ne *, target torque Te *, torque commands Tm1 *, Tm2 * Is transmitted (step S260), and this routine is terminated. On the other hand, when the rotation speed Nm2 of the motor MG2 has reached the vicinity of the change start rotation speed Nst, the torque command Tm2 * set in step S150 so that the torque output from the motor MG2 is smoothly changed to the changed torque Tend. Is used to reset the torque command Tm2 * of the motor MG2 by the following equation (3) (step S250), and the set target rotational speed Ne *, target torque Te *, and torque commands Tm1 * and Tm2 * are transmitted ( Step S260), this routine is finished.

  Tm2 * ＝ Tm2 * ＋ (Tend-Tm2 *) ・ (Nm2-Nst) / (Nend-Nst) (3)

  If it is determined in step S210 that the rotation speed Nm2 of the motor MG2 is close to the changed rotation speed Nend, the changed gear ratio Gend is set as the gear ratio Gr of the transmission 60 (step S230). The shifting of the gear stage is canceled (step S240), the torque command Tm2 * of the motor MG2 is reset by equation (3) (step S250), and the set target rotational speed Ne *, target torque Te *, and torque command Tm1 are set. *, Tm2 * are transmitted (step S260), and this routine is terminated.

  FIG. 10 shows an example of changes over time in the rotational speed Nm2 of the motor MG2, the torque command Tm2 *, and the brake B1, B2 hydraulic pressure when the transmission 60 is downshifted. Fast fill on the brake B2 side is executed and half-engagement of the brake B1 is performed after time t1 when the shift request of the shift stage of the transmission 60 is made (step S310). Then, low pressure standby is performed from time t2 when the fast fill ends (step S330), and pressure increase control is started at time t3 when the rotational speed Nm2 of the motor MG2 reaches near the change starting rotational speed Nst (step S350). Until the time t3 when the rotation speed Nm2 of the motor MG2 reaches the vicinity of the change start rotation speed Nst, the torque before starting the change of the gear position of the transmission 60 is set in the torque command Tm2 * of the motor MG2 (step S150). ). The change of the gear position of the transmission 60 due to the downshift is performed while transmitting the torque of the motor MG2 to the ring gear shaft 32a by half-engagement of the brake B1, so that the brake B1 is maintained while maintaining the torque command Tm2 * before the change. By changing the rotational speed Nm2 of the motor MG2 to the post-change rotational speed Nend by half-engagement, the torque drop that may occur when the torque command Tm2 * is changed in accordance with the change of the rotational speed Nm2 of the motor MG2 is suppressed. be able to. After time t3 when the rotational speed Nm2 of the motor MG2 reaches near the change start rotational speed Nst, the torque command Tm2 * is smoothly output while the rotational speed Nm of the motor MG2 reaches the post-change rotational speed Nend from the change start rotational speed Nst. Torque command Tm2 * is set so as to shift to changed torque Tend (step S250). Thus, since the torque command Tm2 * is smoothly transferred to the torque after the shift stage change (the torque Tend after the change), the shift shock can be suppressed. Therefore, since it is sufficient that the torque command Tm2 * can be shifted to the post-change torque Tend to such an extent that the shift shock can be suppressed, the change start rotational speed Nst is preferably as close to the post-change rotational speed Nend as possible within that range. Since the changed gear ratio Gend is set to the gear ratio Gr of the transmission 60 when the rotational speed Nm2 of the motor MG2 reaches the vicinity of the post-change rotational speed Nend, the motor MG2 is thereafter set according to the gear ratio after the speed change. Torque command Tm2 * is set.

  According to the hybrid vehicle 20 of the embodiment described above, when changing the gear position so as to downshift the transmission 60, the rotation speed Nm2 of the motor MG2 is the rotation speed of the motor MG2 after the shift speed change. By changing the rotational speed Nm2 of the motor MG2 by controlling the drive of the motor MG2 using the torque command Tm2 * of the motor MG2 before the shift speed change until reaching the change starting rotational speed Nst close to the rotational speed Nend after the change. Along with this, it is possible to suppress a torque drop that may occur when the torque command Tm2 * is changed. As a result, the shift shock can be suppressed. In addition, after the rotation speed Nm2 of the motor MG2 reaches the change start rotation speed Nst, the torque command Tm2 * so that the torque command Tm2 * of the motor MG2 smoothly shifts to the torque after the shift stage change (changed torque Tend). Therefore, it is possible to suppress a shift shock accompanying a change in torque. As a result, the shift stage of the transmission 60 can be changed smoothly. Of course, the required torque Tr * requested by the driver can be output to the ring gear shaft 32a as the drive shaft even when the gear position of the transmission 60 is changed.

  In the hybrid vehicle 20 of the embodiment, when changing the gear position of the transmission 60, the torque command Tm2 of the motor MG2 before changing the gear position is changed until the rotation speed Nm2 of the motor MG2 reaches the vicinity of the change start rotation speed Nst. * Is used to drive and control the motor MG2, but the torque command Tm2 of the motor MG2 before the shift stage change until the shift stage change degree reaches a predetermined level (for example, close to the end stage). Since the motor MG2 may be driven and controlled using *, the degree of change of the gear position may be obtained from the elapsed time from the fast fill, or may be obtained from others. Further, the degree of change of the gear position at which the change of the torque command Tm2 * is started may be any degree after the change of the gear stage is started and until the change of the gear stage is completed. In this case, the change of the torque command Tm2 * may be started when the change of the gear position is completed, that is, when the rotational speed Nm2 of the motor MG2 reaches the post-change rotational speed Nend.

  In the hybrid vehicle 20 of the embodiment, when changing the gear position of the transmission 60, the torque command Tm2 * of the motor MG2 before changing the gear position is changed until the rotation speed Nm2 of the motor MG2 reaches the change start rotation speed Nst. With the change in the rotational speed Nm2 of the motor MG2, the torque command Tm2 * of the motor MG2 is then smoothly shifted to the torque after the change of the gear position (the torque Tend after the change). Although the torque command Tm2 * is changed, the torque command Tm2 * may be changed regardless of the change in the rotational speed Nm2 of the motor MG2.

  In the hybrid vehicle 20 of the embodiment, when the gear position is changed so as to downshift the transmission 60, the motor MG2 before the change of the gear position is changed until the rotation speed Nm2 of the motor MG2 reaches the vicinity of the change start rotation speed Nst. The motor MG2 is driven and controlled using the torque command Tm2 *, and then the motor MG2 is driven and controlled by changing the torque command Tm2 * in accordance with the change in the rotational speed Nm2 of the motor MG2. However, if the shift stage is changed with the half-engagement of the brake B1 or the brake B2, the control of the embodiment may be applied even in the case of an upshift, for example.

  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. Is shifted by a transmission 60 and output to an axle (an axle connected to wheels 39c and 39d in FIG. 11) 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.

  In the hybrid vehicle 20 of the embodiment, a so-called parallel hybrid vehicle including an engine 22 capable of outputting power to the drive shaft and a motor MG2 is used, but the power from the motor is output to the drive shaft via a transmission. Therefore, a so-called series-type hybrid vehicle including a generator that generates electric power from the engine, a driving motor, and a battery that is charged by the generator and supplies electric power to the driving motor, It can be applied to simple electric vehicles.

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

  The present invention can be used in the power output device and automobile manufacturing industries.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a drive device as one embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. 1 is a configuration diagram showing an outline of the configuration of a hydraulic circuit 100. FIG. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 4 is an explanatory diagram showing an example of a collinear chart for dynamically explaining the rotation speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. It is explanatory drawing which shows an example of the map for gear shifting state setting. 5 is a flowchart showing an example of a gear position changing process executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the time change of the rotation speed Nm2 of motor MG2, torque command Tm2 *, and the hydraulic pressure command of brake B1, B2 at the time of changing from Hi gear to Lo gear. 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 driving wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotating shaft, 50 battery, 52 battery electronics 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 pini On 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, 100 Hydraulic circuit, 102 Mechanical pump, 104 Electric pump, 106 Three-way solenoid, 108 Pressure control valve, 110, 111 Linear solenoid, 112 , 113 Control valve, 114, 115 Accumulator. 230 pair rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (11)

A power output device that outputs power to a drive shaft,
An electric motor capable of outputting power;
Shifting with a plurality of shift stages capable of changing power from the electric motor and transmitting to the drive shaft, and at least changing the plurality of shift stages to the deceleration side, half-engage a clutch related to the change of the shift stage Shift transmission means capable of transmitting power from the electric motor to the drive shaft by
When an instruction to change the shift stage of the shift transmission means to the deceleration side is made, a change precursor power and a post-change drive force to be output from the motor before and after the change of the shift stage are set, and from the motor Maintaining the state where the set change precursor power is output and starting the change to the deceleration side of the shift stage, and the motor and the shift transmission means so that the half engagement by the clutch related to the change of the shift stage is executed Control, and the driving force output from the electric motor when the rotational speed of the electric motor reaches a predetermined ratio with respect to the rotational speed assumed after the change of the gear position due to the half-engagement by the clutch. Shift control means for controlling the electric motor and the shift transmission means so as to be changed from the precursor power to the set post-change drive force;
A power output device comprising: When the shift control means changes the driving force output from the electric motor from the set change precursor power to the set post-change driving force, the rotation speed of the electric motor is assumed after the shift stage is changed. power output apparatus changes driving force when reaches the rotational number is means for controlling said transmission mechanism and the motor to terminate claim 1.   The shift control means is configured so that the driving force output from the motor when the rotation speed of the motor reaches a rotation speed assumed after the change of the gear position is half-engaged by the clutch from the set change precursor power. 2. The power output apparatus according to claim 1, wherein said power output device is means for controlling said electric motor and said shift transmission means so as to be changed to said set driving force after change. The power output device according to any one of claims 1 to 3 ,
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 with input / output of electric power and power;
Required driving force setting means for setting required driving force to be output to the driving shaft;
Drive control means for controlling the internal combustion engine, the electric power drive input / output means, the shift transmission means, and the electric motor so that a driving force based on the set required driving force is output;
With
The shift control means is a means for changing the shift stage so as to interlock with control of the shift transmission means and the electric motor by the drive control means before and after the change of the shift stage. The power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and the remaining shaft based on the power input / output to / from any two of the three shafts 5. A power output apparatus according to claim 4 , further comprising: a three-shaft power input / output means for inputting / outputting power to / from the power generator, and a generator capable of inputting / outputting power to / from the rotary shaft. The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor 5. The power output device according to claim 4 , wherein the power output device is a counter-rotor motor that rotates by relative rotation with the two rotors. The power output device according to any one of claims 1 to 3 ,
An internal combustion engine;
Power generation means for generating power using power from the internal combustion engine;
Power storage means capable of exchanging electric power with the electric motor and the power generation means;
A power output device comprising: An automobile comprising the power output device according to claim 1 and having an axle connected to the drive shaft. A drive device connected to the drive shaft and the rotating shaft of the electric motor,
Shifting with a plurality of shift stages capable of changing power from the electric motor and transmitting to the drive shaft, and at least changing the plurality of shift stages to the deceleration side, half-engage a clutch related to the change of the shift stage Shift transmission means capable of transmitting power from the electric motor to the drive shaft by
When an instruction to change the shift stage of the shift transmission means to the deceleration side is made, a change precursor power and a post-change drive force to be output from the motor before and after the change of the shift stage are set, and the motor Maintaining the state where the set change precursor power is output and starting the change to the deceleration side of the shift stage, and the motor and the shift transmission means so that the half engagement by the clutch related to the change of the shift stage is executed Control, and the driving force output from the electric motor when the rotational speed of the electric motor reaches a predetermined ratio with respect to the rotational speed assumed after the change of the gear position due to the half-engagement by the clutch. Shift control means for controlling the electric motor and the shift transmission means so as to be changed from the precursor power to the set post-change drive force;
A drive device comprising: The drive device according to claim 9 ,
The driving device is connected to an output shaft of an internal combustion engine and a rotating shaft of a generator,
Three shafts connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two of the three shafts A drive device comprising a power input / output means. An electric motor capable of outputting power and a plurality of shift stages capable of changing the power from the motor can be shifted and transmitted to the drive shaft, and at least when changing the plurality of shift stages to the deceleration side, the shift stage can be changed. In a power output device comprising: a shift transmission means capable of transmitting power from the electric motor to the drive shaft by half-engaging the clutch, control when changing the shift stage of the shift transmission means to the deceleration side A method,
Before and after the change of the shift stage, set the change precursor power and the changed drive force to be output from the electric motor,
Maintaining the state where the set change precursor power is output from the electric motor to start the shift to the deceleration side of the shift stage and to perform the half-engagement by the clutch related to the shift stage change. Control the transmission means,
The driving force output from the motor when the rotational speed of the electric motor reaches a predetermined ratio with respect to the rotational speed assumed after changing the gear position due to the half-engagement by the clutch is based on the set change precursor power. A shift control method for controlling the electric motor and the shift transmission means so as to be changed to the set changed driving force.

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