JP4227983B2 - POWER OUTPUT DEVICE, VEHICLE MOUNTING THE SAME, DRIVE DEVICE, AND CONTROL METHOD FOR POWER OUTPUT DEVICE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the falling of torque in shifting a transmission by using the inertia torque of an internal combustion engine, and to restrain the internal combustion engine speed from being maintained high. <P>SOLUTION: The operation points of an engine are set by using an operation line for fuel economy when a required power Pe* of the engine is less than a predetermined power Peref, and when the required power Pe* is more than the predetermined power Peref, the operation points of the engine are set, as preparation for switching the state of the gear of a transmission, by using an operation line for shift for operating the engine with higher rotation and lower torque than that of an operation line for fuel economy (S150), and the speed of the engine operating at the high rotation and low torque is decreased by torque from a motor MG1 when switching the state of the gear of the transmission (S240 to S260). When a vehicle speed V exceeds a predetermined speed V2 after the shift timing of the transmission, the operation points of the engine are set by switching the operation for shift to the operation line for fuel economy (S140, S160). <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a power output device that outputs power to a drive shaft, a vehicle that is mounted with the power output device and travels while the axle is connected to the drive shaft, and a drive that is mounted on the vehicle together with the internal combustion engine and drives the drive shaft connected to the axle. The present invention relates to a control method for an apparatus and a power output apparatus.

Conventionally, in this type of power output device, a planetary gear sun gear, carrier, and ring gear are connected to a first motor generator, an engine, and a drive shaft, respectively, and a second motor generator is connected to the drive shaft via a transmission. The thing is proposed (for example, refer patent document 1). In this device, when changing the gear position of the transmission, the speed of the gear is changed by increasing the torque output from the engine to the drive shaft by decreasing the engine speed by increasing the reaction force in the first motor generator. When switching, it is possible to suppress a drop in the torque output to the drive shaft.
Japanese Patent Laid-Open No. 2004-203220

  In this way, by increasing the reaction force at the first motor generator and reducing the engine speed, the inertia torque of the engine is transmitted to the drive shaft, and the drop in torque when switching the gear stage is suppressed. However, depending on the operating point (rotation speed and torque) of the engine at that time, the first motor generator may not be able to generate enough reaction force. It is desirable to keep the point in an appropriate state. In addition, if the engine operating point is changed in preparation for shifting gears, the engine may be maintained at a high rotational speed, and the burden on the engine becomes excessive. desired.

  The power output apparatus of the present invention, the vehicle on which the power output apparatus is mounted, the drive apparatus, and the control method of the power output apparatus are intended to suppress a drop in torque when changing the gear ratio. Further, the power output apparatus of the present invention, the vehicle on which the power output apparatus is mounted, the drive apparatus, and the control method of the power output apparatus are intended to suppress an excessive burden on the internal combustion engine after changing the gear ratio. I will.

  The power output apparatus of the present invention, a vehicle equipped with the power output apparatus, a drive apparatus, and a control method for the power output apparatus employ the following means in order to achieve at least a part of the above-described object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of 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;
An electric motor that can input and output power;
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 electric power drive input / output means and the electric motor;
Target power setting means for setting a target power of the internal combustion engine based on a required driving force required for the drive shaft;
When the set target power is less than a predetermined power, a target operating point is set based on the target power and a first constraint imposed on the operating state of the internal combustion engine, and the set target power is An operation point setting means for setting a target operation point based on the target power and a second constraint that operates at a higher rotational speed and lower torque than the first constraint when the power is equal to or higher than a predetermined power;
When the target operating point is set based on the second constraint, the rotation speed of the drive shaft has reached a high rotation state higher than the rotation speed after the timing of changing the speed ratio in the shift transmission means. Sometimes the operation point switching means for switching from the target operation point based on the second constraint to the target operation point based on the first constraint,
In the normal operation, the internal combustion engine is operated at the set target operating point, and the driving force based on the required driving force is output to the driving shaft. When the transmission ratio change instruction in the transmission transmission means is made, the driving power that is changed to the instructed transmission ratio and decreases with the change in the transmission ratio is supplied from the electric power input / output means. The internal combustion engine is supplemented by the drive force output to the drive shaft with a decrease in the rotational speed of the internal combustion engine due to the input / output of the power of the engine, and the drive force based on the required drive force is output to the drive shaft And a drive control means for drivingly controlling the electric power drive input / output means, the electric motor, and the shift transmission means.

  In the power output apparatus of the present invention, when the target power of the internal combustion engine set based on the required drive force required for the drive shaft is less than a predetermined power, the target power and the operating state of the internal combustion engine are imposed. A target operation point is set based on the first constraint, and when the target power of the internal combustion engine is equal to or higher than a predetermined power, based on the target power and a second constraint that operates at a higher rotational speed and lower torque than the first constraint. When the target operating point is set and the target operating point is set based on the second constraint, the rotational speed of the drive shaft is higher than the rotational speed after the timing of changing the gear ratio in the transmission means. When it reaches, the target operating point based on the second constraint is switched to the target operating point based on the first constraint. Then, during normal operation, the internal combustion engine is operated at the set target operation point, and the internal combustion engine, the electric power drive input / output means and the electric motor are controlled so that the drive force based on the requested drive force is output to the drive shaft, When an instruction to change the speed ratio in the speed change transmission means is made, the driving force that is changed to the instructed speed ratio and decreases with the change of the speed ratio is reduced by the input / output of power from the electric power input / output means. The internal combustion engine, the power drive input / output means, the electric motor, and the transmission transmission means are supplemented by the drive force output to the drive shaft as the rotational speed decreases, so that the drive force based on the required drive force is output to the drive shaft. Drive control. Therefore, when changing the gear ratio in the transmission means, the internal combustion engine reduces the rotational speed of the internal combustion engine from the high rotational speed and low torque operating state by the power input / output from the power power input / output means, so that the output to the drive shaft It is possible to suppress a drop in the driving force applied. Further, it is possible to prevent the burden from becoming excessive when the internal combustion engine is operated at a high speed after the speed ratio is changed.

  In such a power output apparatus of the present invention, the operating point switching means gradually changes the rotational speed of the internal combustion engine to change the target operating point based on the first constraint from the target operating point based on the second constraint. It can also be a means to switch to. In this way, it is possible to suppress a shock when switching the target operating point of the internal combustion engine.

  In the power output apparatus of the present invention, the power power input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and any two of the three shafts are connected. It is a means provided with a three-axis power input / output means for inputting / outputting power to / from the remaining one shaft based on the input / output power and a generator capable of inputting / outputting power to / from the third 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, It can also be a counter-rotor motor that rotates by relative rotation between the rotor and the second rotor.

The vehicle 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 the drive shaft, the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft Power power input / output means capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input / output of power and power, an electric motor capable of inputting / outputting power, and a changeable gear ratio The transmission transmission means for transmitting power between the rotating shaft of the motor and the drive shaft, the power power input / output means, the power storage means capable of exchanging power with the motor, and the requirements required for the drive shaft A target power setting means for setting a target power of the internal combustion engine based on a driving force; and a first power imposed on the target power and the operating state of the internal combustion engine when the set target power is less than a predetermined power. A target operation point is set based on the constraint, and when the set target power is equal to or greater than the predetermined power, based on the target power and a second constraint that operates at a higher rotation and lower torque than the first constraint. Operation point setting means for setting a target operation point, and after the timing when the rotational speed of the drive shaft changes the speed ratio in the transmission means when the target operation point is set based on the second constraint Operating point switching means for switching from a target operating point based on the second constraint to a target operating point based on the first constraint when a high rotation state higher than the number of revolutions is reached, and the set target during normal operation The internal combustion engine is operated at an operating point and the driving force based on the required driving force is output to the driving shaft. And the electric power drive input / output means and the electric motor are controlled, and when an instruction to change the speed ratio in the speed change transmission means is made, the speed ratio is changed to the instructed speed ratio and decreased with the change of the speed ratio. The driving force based on the required driving force is compensated by the driving force output to the driving shaft with a decrease in the rotational speed of the internal combustion engine due to the input / output of power from the power power input / output means. A power output device comprising a drive control means for drivingly controlling the internal combustion engine, the power power input / output means, the electric motor, and the shift transmission means so as to be output to the drive shaft is mounted, and an axle is the drive shaft. The main point is to drive while connected.

  Since the vehicle of the present invention is equipped with the power output device of the present invention according to any one of the above-described aspects, the same effect as the effect of the power output device of the present invention, for example, the gear ratio in the speed change transmission means is changed. The effect of suppressing the drop in the driving force output to the drive shaft when the engine is operated, and the increase in the burden due to the internal combustion engine being operated at a high speed after the gear ratio is changed can be suppressed. An effect that can be achieved.

The drive device of the present invention is
A drive device mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means and driving a drive shaft connected to an axle,
Connected to the output shaft and the drive shaft of the internal combustion engine, can exchange power with the power storage means, and can output at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power Power input / output means,
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
Target power setting means for setting a target power of the internal combustion engine based on a required driving force required for the drive shaft;
When the set target power is less than a predetermined power, a target operating point is set based on the target power and a first constraint imposed on the operating state of the internal combustion engine, and the set target power is An operation point setting means for setting a target operation point based on the target power and a second constraint that operates at a higher rotational speed and lower torque than the first constraint when the power is equal to or higher than a predetermined power;
When the target operating point is set based on the second constraint, the rotation speed of the drive shaft has reached a high rotation state higher than the rotation speed after the timing of changing the speed ratio in the shift transmission means. Sometimes the operation point switching means for switching from the target operation point based on the second constraint to the target operation point based on the first constraint,
In the normal operation, the internal combustion engine is operated at the set target operating point, and the driving force based on the required driving force is output to the driving shaft. When the transmission ratio change instruction in the transmission transmission means is made, the driving power that is changed to the instructed transmission ratio and decreases with the change in the transmission ratio is supplied from the electric power input / output means. The internal combustion engine is supplemented by the drive force output to the drive shaft with a decrease in the rotational speed of the internal combustion engine due to the input / output of the power of the engine, and the drive force based on the required drive force is output to the drive shaft And a drive control means for drivingly controlling the electric power drive input / output means, the electric motor, and the shift transmission means.

  In the drive device of the present invention, when the target power of the internal combustion engine set based on the required drive force required for the drive shaft is less than a predetermined power, the first power imposed on the target power and the operating state of the internal combustion engine. When the target power of the internal combustion engine is equal to or higher than a predetermined power, the target power point is set based on the target power and the second power limit driving at a higher rotational speed and lower torque than the first constraint. When the operating point is set and the target operating point is set based on the second constraint, the rotational speed of the drive shaft is higher than the rotational speed after the timing of changing the speed ratio in the transmission means. When it arrives, the target operating point based on the second constraint is switched to the target operating point based on the first constraint. Then, during normal operation, the internal combustion engine is operated at the set target operation point, and the internal combustion engine, the electric power drive input / output means and the electric motor are controlled so that the drive force based on the requested drive force is output to the drive shaft, When an instruction to change the speed ratio in the speed change transmission means is made, the driving force that is changed to the instructed speed ratio and decreases with the change of the speed ratio is reduced by the input / output of power from the electric power input / output means. The internal combustion engine, the power drive input / output means, the electric motor, and the transmission transmission means are supplemented by the drive force output to the drive shaft as the rotational speed decreases, so that the drive force based on the required drive force is output to the drive shaft. Drive control. Therefore, when changing the gear ratio in the transmission means, the internal combustion engine reduces the rotational speed of the internal combustion engine from the high rotational speed and low torque operating state by the power input / output from the power power input / output means, so that the output to the drive shaft It is possible to suppress a drop in the driving force applied. Further, it is possible to prevent the burden from becoming excessive when the internal combustion engine is operated at a high speed after the speed ratio is changed.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, electric power input / output means connected to the output shaft and drive shaft of the internal combustion engine and capable of 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; Can transmit / receive power, transmission transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a changeable gear ratio, and exchange of power with the power power input / output means and the motor. A power output device comprising a power storage means,
(A) setting a target power of the internal combustion engine based on a required driving force required for the driving shaft;
(B) When the set target power is less than a predetermined power, a target operating point is set based on the target power and the first constraint imposed on the operating state of the internal combustion engine, and the set target power When the power is greater than or equal to the predetermined power, a target operating point is set based on the target power and a second constraint that operates at a higher rotational speed and lower torque than the first constraint,
(C) When the target operating point is set based on the second constraint, the rotation speed of the drive shaft is higher than the rotation speed after the timing of changing the transmission gear ratio in the transmission transmission means. Switch to the target operating point based on the first constraint from the target operating point based on the second constraint,
(D) In normal operation, the internal combustion engine is operated at the set target operation point, and the internal combustion engine and the power power input / output means are configured so that a driving force based on the required driving force is output to the driving shaft. When the transmission ratio of the transmission is controlled by the transmission transmission means, a driving force that is changed to the instructed transmission ratio and that decreases with the change of the transmission ratio is input to the electric power. The driving force based on the required driving force is output to the driving shaft by being supplemented by the driving force output to the driving shaft with a decrease in the rotational speed of the internal combustion engine due to input / output of power from the output means. The gist is to drive-control the internal combustion engine, the power drive input / output means, the electric motor, and the shift transmission means.

  According to the control method of the power output apparatus of the present invention, when the target power of the internal combustion engine set based on the required driving force required for the drive shaft is less than the predetermined power, the target power and the operating state of the internal combustion engine are set. A target operating point is set based on the first constraint imposed on the second engine. When the target power of the internal combustion engine is equal to or higher than a predetermined power, the second power is operated at a higher rotational speed and lower torque than the target power. The target operating point is set based on the constraint, and when the target operating point is set based on the second constraint, the rotational speed of the drive shaft is greater than the rotational speed after the timing of changing the speed ratio in the transmission transmission means. When the high rotation state is reached, the target operating point based on the second constraint is switched to the target operating point based on the first constraint. Then, during normal operation, the internal combustion engine is operated at the set target operation point, and the internal combustion engine, the electric power drive input / output means and the electric motor are controlled so that the drive force based on the requested drive force is output to the drive shaft, When an instruction to change the speed ratio in the speed change transmission means is made, the driving force that is changed to the instructed speed ratio and decreases with the change of the speed ratio is reduced by the input / output of power from the electric power input / output means. The internal combustion engine, the power drive input / output means, the electric motor, and the transmission transmission means are supplemented by the drive force output to the drive shaft as the rotational speed decreases, so that the drive force based on the required drive force is output to the drive shaft. Drive control. Therefore, when changing the gear ratio in the transmission means, the internal combustion engine reduces the rotational speed of the internal combustion engine from the high rotational speed and low torque operating state by the power input / output from the power power input / output means, so that the output to the drive shaft It is possible to suppress a drop in the driving force applied. Further, it is possible to prevent the burden from becoming excessive when the internal combustion engine is operated at a high speed after the speed ratio is changed.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to 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 and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution and 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 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the transmission 60. The motor MG1 generates power. When the motor MG1 functions as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to the drive wheels 39a and 39b via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

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

  The 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 be able 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 a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). Note that when the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

  The 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 the 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. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. 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 will be described. FIG. 3 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several 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 necessary for control such as Nm2, charge / discharge required power Pb * of the battery 50, input / output restrictions Win and Wout of the battery 50 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 charge / discharge required power Pb * is set based on the remaining capacity (SOC) of the battery 50 and is input from the battery ECU 52 by communication. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (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. 4 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the current gear ratio Gr of the transmission 60.

  Subsequently, the temporary target rotational speeds Netmp1, Netmp2 of the engine 22 are set based on the set required power Pe * of the engine 22 (step S120). Here, in the embodiment, the temporary target rotational speed Netmp1 is a fuel efficiency operation that is a constraint for efficiently operating the engine 22 as a constraint when setting the operation point of the engine 22 when the required power Pe * is less than the predetermined power Peref. When the required power Pe * is equal to or higher than the predetermined power Peref, the engine 22 is used for fuel consumption as a preparation for switching the transmission 60 from the Lo gear state to the Hi gear state as a restriction when setting the operating point of the engine 22. A speed change operation line, which is a restriction to operate at a higher rotation and lower torque than the operation line, is obtained in advance as a relationship between the required power Pe * and the temporary target rotational speed Netmp1, and is stored in the ROM 74 as a map. If given, the corresponding temporary target rotational speed Netmp1 is derived from the map and set. It was the thing. An example of this map is shown in FIG. In addition, in the embodiment, the temporary target rotational speed Netmp2 is the restriction on setting the operation point of the engine 22, and the fuel consumption operation line described above is set to the required power Pe * and the temporary target rotational speed Netmp2 regardless of the required power Pe *. As a relationship, the map is stored in advance in the ROM 74, and when the required power Pe * is given, the corresponding temporary target rotational speed Netmp2 is derived and set from the map. An example of this map is shown in FIG.

  Then, the input vehicle speed V and the predetermined vehicle speed V1 are compared (step S130), and the vehicle speed V and the predetermined vehicle speed V2 are compared (step S140). Here, the predetermined vehicle speeds V1 and V2 are such that the predetermined vehicle speed V2 is larger than the predetermined vehicle speed V1 as a vehicle speed that is higher than the vehicle speed as a timing when the transmission 60 is switched from the Lo gear state to the Hi gear state. For example, the predetermined vehicle speed V1 can be set to 110 km / h and the predetermined vehicle speed V2 can be set to 120 km / h based on the performance of the motor MG2. When it is determined that the vehicle speed V is equal to or lower than the predetermined vehicle speed V1, the temporary target rotational speed Netmp1 described above is set to the target rotational speed Ne * of the engine 22 (step S150), and when the vehicle speed V is determined to be equal to or higher than the predetermined vehicle speed V2, The temporary target rotational speed Netmp2 described above is set to the target rotational speed Ne * of the engine 22 (step S160), and when it is determined that the vehicle speed V is greater than the predetermined vehicle speed V1 and lower than the predetermined vehicle speed V2, based on the vehicle speed V. The interpolation coefficient α is set (step S170), and the value calculated by the following equation (1) based on the set interpolation coefficient α and the temporary target rotation speeds Netmp1, Netmp2 is set as the target rotation speed Ne * of the engine 22. (Step S180). In this embodiment, the interpolation coefficient α is obtained from the map stored in advance when the relationship between the vehicle speed V and the interpolation coefficient α is obtained in advance and stored in the ROM 74 as an interpolation coefficient setting map. The corresponding interpolation coefficient α is derived and set. FIG. 7 shows an example of the interpolation coefficient setting map. In this way, until the transmission 60 is switched from the Lo gear state to the Hi gear state, the required power Pe * is greater than the temporary target rotational speed Netmp2 when the required power Pe * is equal to or higher than the predetermined power Peref. The temporary target rotational speed Netmp1 is set to the target rotational speed Ne * of the engine 22, but after the transmission 60 is switched from the Lo gear state to the Hi gear state, the value is smaller than the temporary target rotational speed Netmp1. By setting the temporary target rotational speed Netmp2 to the target rotational speed Ne * of the engine 22, the rotational speed Ne of the engine 22 is prevented from being maintained at a large rotational speed for a long time. Therefore, it is possible to suppress inconveniences such as the engine 22 being overheated, such as the engine 22 being overheated, while appropriately switching the gear state of the transmission 60 and maintaining the engine speed Ne at a high speed. When the vehicle speed V is higher than the predetermined vehicle speed V1 and lower than the predetermined vehicle speed V2, the engine 22 is interpolating the rotational speed between the temporary target rotational speed Netmp1 and the temporary target rotational speed Netmp2 with the interpolation coefficient α. This is to suppress the occurrence of shock due to a sudden change in the rotational speed Ne. When the target rotational speed Ne * of the engine 22 is set in this way, a value obtained by dividing the required power Pe * of the engine 22 by the set target rotational speed Ne * is set as the target torque Te * to be output from the engine 22 (step S190). .

  Ne * = (1-α) ・ Netmp1 + α ・ Netmp2 (1)

  Next, it is determined whether or not the gear state of the transmission 60 is being switched (step S200). If it is determined that the gear state is not being switched, the required torque Tr * is determined. And whether or not to change the gear state of the transmission 60 based on the vehicle speed V (step S210). This determination is made based on the current gear state and a shift map for switching the gear state of the transmission 60. An example of this shift map is shown in FIG. In the example of FIG. 8, when the transmission 60 is in the Lo gear state and the vehicle speed V exceeds the Lo → Hi shift line Vhi, the transmission 60 is switched from the Lo gear state to the Hi gear state. When the vehicle speed V falls below the Hi → Lo shift line Vlo in the gear state, the transmission 60 is switched from the Hi gear state to the Lo gear state. The Lo → Hi shift line Vhi is set to a value smaller than the predetermined vehicle speeds V1 and V2 described above.

  When it is determined not to change the gear state of the transmission 60 (step S220), the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio of the power distribution and integration mechanism 30 are determined. The target rotational speed Nm1 * of the motor MG1 is calculated by the following formula (2) using ρ, and the torque command of the motor MG1 is calculated by the formula (3) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. Tm1 * is calculated (step S260). Here, Expression (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 9 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 rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the transmission 60 is shown. Equation (2) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (3), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (2)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (3)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 are expressed by the following equations (4). Further, the temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S270). Calculated by equation (6) (step S280), and with the calculated torque limits Tmin and Tmax It sets the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S290). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (6) can be easily derived from the collinear diagram of FIG. 9 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (6)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S300), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  When it is determined in step S220 that the gear state of the transmission 60 is switched, a process of switching the gear state of the transmission 60 is started (step S230). In this process, when the transmission 60 is switched from the Lo gear state to the Hi gear state, the process of switching the brake B1 from the brake B1 off and the brake B2 to the brake B1 on and the brake B2 off is performed. Thus, when the transmission 60 is switched from the Hi gear state to the Lo gear state, the brake B1 is turned on and the brake B2 is turned off, and the brake B1 is turned off and the brake B2 is turned on. FIG. 10 shows an example of an alignment chart of the transmission 60 when the transmission 60 is switched from the Lo gear state to the Hi gear state. In the figure, the S1 axis indicates the rotational speed of the sun gear 61 of the double pinion planetary gear mechanism 60a, and the R1 and R2 axes indicate the rotational speeds of the ring gears 62 and 66 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b. The C1 and C2 axes indicate the rotational speeds of the carriers 64 and 68 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b, which are the rotational speeds of the ring gear shaft 32a, and the S2 axis indicates the rotational speed of the motor MG2. The rotational speed of the sun gear 65 of the single-pinion planetary gear mechanism 60b is shown. As shown in the figure, switching from the Lo gear state to the Hi gear state of the transmission 60 is performed by holding the brake B1 off and the brake B2 from the on state to the brake B2 off and the brake B1 in the friction engagement state. After the replacement, the engagement force of the brake B1 is gradually increased.

  If the process of switching the gear state of the transmission 60 is started, or if it is determined in step S200 that the gear state of the transmission 60 is being switched, it is determined whether a torque compensation request has been made. (Step S240). Here, the torque compensation request is a request for compensating for a drop in torque transmitted from the motor MG2 to the ring gear shaft 32a that is generated when the gear state of the transmission 60 is switched. As shown in FIG. 10 described above, the transmission 60 is switched from the Lo gear state to the Hi gear state when the brake B1 is off and the brake B2 is on and the brake B2 is off and the brake B1 is frictionally engaged. After changing the grip to this state, the engaging force of the brake B1 is gradually increased, and when the brakes B1 and B2 are changed, the torque output to the ring gear shaft 32a drops. Arise. In the embodiment, the torque compensation request is issued at the timing when the transmission 60 is switched from the brake B2 to the brake B1 when the transmission 60 is switched from the Lo gear state to the Hi gear state. If it is determined that a torque compensation request has not been made, the processing after step S260 described above is performed, and this routine is terminated.

  On the other hand, if it is determined that a torque compensation request has been made, a new engine obtained by subtracting the correction rotational speed ΔNe from the target rotational speed Ne * of the engine 22 set in any of steps S150, S160, and S180. The target rotational speed Ne * is reset to 22 and the target rotational speed Ne * divided by the reset target rotational speed Ne * is reset to a new target torque Te * (step S250). Then, based on the reset target rotational speed Ne * of the engine 22, the target rotational speed Nm1 * of the motor MG1 is set by the above-described equation (2), and the set target rotational speed Nm1 * and the current rotational speed Nm1 are set. Based on the above equation (3), the torque command Tm1 * of the motor MG1 is set (step S260), the processing after step S270 is performed, and this routine is terminated. By setting the torque command Tm1 * of the motor MG1 at the target rotational speed Ne * that is corrected to decrease by the correction rotational speed ΔNe, the motor MG1 is driven and controlled by the torque command Tm1 * to reduce (change) the rotational speed Ne of the engine 22 ) Can cause the inertia torque of the engine 22 to act on the ring gear shaft 32a. Thereby, when the transmission 60 is switched from the Lo gear state to the Hi gear state, it is possible to suppress a drop in the torque output to the ring gear shaft 32a. In the embodiment, before the transmission 60 is switched from the Lo gear state to the Hi gear state, as a preparation for this, the speed change operation line (high rotation low torque) is used to set the target rotational speed Ne * and the target torque of the engine 22. Since Te * is set, the target torque Te * of the engine 22 can be reduced when the same power is output from the engine 22, and even if a motor having a small rated torque is used as the motor MG1, the motor can be more easily operated. The rotational speed Ne of the engine 22 can be reduced by MG1, and sufficient inertia torque of the engine 22 can be applied to the ring gear shaft 32a.

  According to the hybrid vehicle 20 of the embodiment described above, when the required power Pe * to be output from the engine 22 is less than the predetermined power Peref, the operation point (target rotational speed Ne * and target torque Te *) of the engine 22 is set. When the required power Pe * is equal to or higher than the predetermined power Peref, the operation state of the engine 22 is set using a fuel efficiency operation line, which is a restriction for efficiently operating the engine 22 as a restriction at the time, and the gear state of the transmission 60 is switched. As a preparation, the operating point of the engine 22 is set using a speed change operation line that operates at a high speed and low torque, and when changing the gear state of the transmission 60, the engine at a high speed and a low torque is set by the speed change operation line. The target rotational speed Ne * is reduced by the correction rotational speed ΔNe from the state where the motor 22 is operated. As a result, the rotational speed Ne of the engine 22 is reduced by the motor MG1, and accordingly, the inertia torque of the engine 22 can be output to the ring gear shaft 32a, and the torque at the time of switching the gear state of the transmission 60 can be increased. The depression can be effectively suppressed. Also, when the vehicle speed V exceeds a predetermined vehicle speed V2 after the gear state of the transmission 60 is switched, the engine 22 is set from the shift operation line to the fuel consumption operation line, so that the engine 22 is set as the operating point. Can be prevented from being inconvenienced by being maintained at a high rotational speed, such as overheating. Moreover, when the vehicle speed V is higher than the predetermined vehicle speed V1 and lower than the predetermined vehicle speed V2, the speed change operation line and the fuel consumption operation line are switched while gradually changing the target rotational speed Ne * of the engine 22. The occurrence of shock accompanying switching can be suppressed.

  In the hybrid vehicle 20 of the embodiment, a two-speed transmission capable of switching between the Lo gear and the Hi gear is used as the transmission 60. However, a transmission capable of three or more speeds may be used. Good. In this case, if the vehicle speed V exceeds the vehicle speed higher than the vehicle speed when the transmission is switched to the uppermost stage, the target rotational speed Ne * of the engine 22 is switched from the temporary target rotational speed Netmp1 to the temporary target rotational speed Netmp2. Good.

  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. May be connected 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).

  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.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention is applicable to the manufacturing industry of power output devices and drive devices.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an 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 an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. 6 is a map showing an example of a relationship between required power Pe * of engine 22 and provisional target rotational speed Netmp1. 4 is a map showing an example of a relationship between required power Pe * of engine 22 and provisional target rotational speed Netmp2. It is a map which shows an example of the relationship between the vehicle speed V and the interpolation coefficient (alpha). It is explanatory drawing which shows an example of the shift map. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; It is explanatory drawing which shows an example of the alignment chart of the transmission 60 at the time of switching from the state of Lo gear to the state of Hi 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 drive wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 52 for 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 2nd pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 electronic control unit for hybrid, 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, MG1, MG2 motor, B1, B2 brake.

Claims (6)

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 capable of 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;
An electric motor that can input and output power;
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 electric power drive input / output means and the electric motor;
Target power setting means for setting a target power of the internal combustion engine based on a required driving force required for the drive shaft;
When the set target power is less than a predetermined power, a target operating point is set based on the target power and a first constraint imposed on the operating state of the internal combustion engine, and the set target power is An operation point setting means for setting a target operation point based on the target power and a second constraint that operates at a higher rotational speed and lower torque than the first constraint when the power is equal to or higher than a predetermined power;
Rotational speed of the drive shaft has reached the high rotation state higher than the rotational speed of the timing to change the gear ratio in the transmission mechanism when the target operating point based on the second constraint is set Sometimes the operation point switching means for switching from the target operation point based on the second constraint to the target operation point based on the first constraint,
In the normal operation, the internal combustion engine is operated at the set target operating point, and the driving force based on the required driving force is output to the driving shaft. When the transmission ratio change instruction in the transmission transmission means is made, the driving power that is changed to the instructed transmission ratio and decreases with the change in the transmission ratio is supplied from the electric power input / output means. The internal combustion engine is supplemented by the drive force output to the drive shaft with a decrease in the rotational speed of the internal combustion engine due to the input / output of the power of the engine, and the drive force based on the required drive force is output to the drive shaft And a drive control means for drivingly controlling the electric power drive input / output means, the electric motor, and the shift transmission means.   2. The operating point switching means is means for switching from a target operating point based on the second constraint to a target operating point based on the first constraint by gradually changing the rotational speed of the internal combustion engine. Power output device.   The power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and the remaining power based on power input / output to any two of the three shafts. The power output apparatus according to claim 1 or 2, comprising a three-axis power input / output means for inputting / outputting power to one shaft and a generator capable of inputting / outputting power to / from the third 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 3. The power output apparatus according to claim 1, wherein the power output apparatus is a counter-rotor electric motor that rotates by relative rotation with the two rotors.   A vehicle on which the power output device according to any one of claims 1 to 4 is mounted and an axle is connected to the drive shaft. A drive device mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means and driving a drive shaft connected to an axle,
Connected to the output shaft and the drive shaft of the internal combustion engine, can exchange power with the power storage means, and can output at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power Power input / output means,
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
Target power setting means for setting a target power of the internal combustion engine based on a required driving force required for the drive shaft;
When the set target power is less than a predetermined power, a target operating point is set based on the target power and a first constraint imposed on the operating state of the internal combustion engine, and the set target power is An operation point setting means for setting a target operation point based on the target power and a second constraint that operates at a higher rotational speed and lower torque than the first constraint when the power is equal to or higher than a predetermined power;
Rotational speed of the drive shaft has reached the high rotation state higher than the rotational speed of the timing to change the gear ratio in the transmission mechanism when the target operating point based on the second constraint is set Sometimes the operation point switching means for switching from the target operation point based on the second constraint to the target operation point based on the first constraint,
In the normal operation, the internal combustion engine is operated at the set target operating point, and the driving force based on the required driving force is output to the driving shaft. When the transmission ratio change instruction in the transmission transmission means is made, the driving power that is changed to the instructed transmission ratio and decreases with the change in the transmission ratio is supplied from the electric power input / output means. The internal combustion engine is supplemented by the drive force output to the drive shaft with a decrease in the rotational speed of the internal combustion engine due to the input / output of the power of the engine, and the drive force based on the required drive force is output to the drive shaft And a drive control means for drivingly controlling the electric power drive input / output means, the electric motor, and the shift transmission means.

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