JP4238840B2 - Power output apparatus, automobile equipped with the same, and control method of power output apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain a driver from feeling rushing-out feeling of a vehicle when a transmission interposed between a motor and a driving shaft is up-shifted under the condition where torque is output from the motor. <P>SOLUTION: When the transmission is requested to be up-shifted, a torque command Tm2* of the motor is reset to output a relatively large torque from the motor to the driving shaft (S200) when a torque (Tm2*)&times;(Gr) to be output from the motor to the driving shaft is less than a threshold value Tref (S180, S190), and the transmission is up-shifted under the condition (S240). An increase in a torque output to the driving shaft by an inertia torque generated in accompaniment to the upshifting thereby negates a decrease of the torque output to the driving shaft from the motor in the upshifting, and the rushing-out feeling of the vehicle is restrained from being imparted to the driver. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a power output apparatus, an automobile equipped with the power output apparatus, and a method for controlling the power output apparatus.

Conventionally, in this type of power output device, an engine output shaft is connected to a drive shaft connected to an axle via a planetary gear mechanism, a first motor / generator is connected to the planetary gear mechanism, and a shift is made to the drive shaft. There has been proposed one mounted on an automobile in which a second motor / generator is connected via a machine (see, for example, Patent Document 1). In this apparatus, the power from the second motor / generator is changed to the power corresponding to the vehicle speed by changing the gear position of the transmission according to the vehicle speed, and is output to the drive shaft.
JP 2002-225578 A

  In such a power output apparatus, when the transmission is upshifted while outputting torque from the second motor / generator to the drive shaft via the transmission, the drive is performed due to a delay in the control of the second motor / generator with respect to the control of the transmission. There is a phenomenon in which the torque output to the shaft temporarily decreases and a phenomenon in which the torque output to the drive shaft temporarily increases due to the inertia torque generated when the rotation speed of the second motor / generator changes suddenly. Arise. The decrease in the former torque depends on the magnitude of the torque output from the second motor / generator, and the increase in the latter torque depends on the change in the rotational speed of the second motor / generator. When the transmission is upshifted while outputting a relatively large torque from the second motor / generator, a temporary decrease in torque due to a control delay or the like appears relatively large. However, if the transmission is upshifted when only a relatively small torque is being output from the second motor / generator, the temporary decrease in torque is also reduced. The accompanying increase in torque will be closed up, causing the driver to feel uncomfortable.

  The power output apparatus of the present invention, the automobile equipped with the same, and the control method of the power output apparatus are provided to the operator when upshifting the transmission interposed between the electric motor and the drive shaft in a state where torque is output from the electric motor. The purpose is to suppress the discomfort that can be given.

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

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
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 change in gear ratio;
Required driving force setting means for setting required driving force required for the drive shaft;
Target driving force setting means for setting a target driving force to be output from the electric motor to the driving shaft based on the set required driving force;
When an instruction to change the transmission gear ratio of the shift transmission means is given so that the rotational speed of the electric motor is reduced while a positive driving force is being output from the electric motor, the set target driving force is a predetermined driving force. At this time, the speed ratio of the speed change transmission means is changed while the target driving force is output from the electric motor to the driving shaft and the driving force based on the set required driving force is output to the driving shaft. The internal combustion engine, the electric motor, and the transmission transmission means are controlled so that when the set target driving force is less than the predetermined driving force, a shifting driving force equal to or greater than the predetermined driving force is transmitted from the motor to the driving shaft. The internal combustion engine, the electric motor, and the transmission transmission means so that the transmission ratio of the transmission transmission means is changed in a state where a driving force based on the set required driving force is output to the driving shaft. The And a gear-change-time control means Gosuru,
It is a summary to provide.

  In the power output device of the present invention, when a change in gear ratio of the speed change transmission means is instructed so as to reduce the rotation speed of the motor while the positive driving force is being output from the motor, the motor drives the drive shaft. When the target driving force to be output is equal to or greater than the predetermined driving force, the target driving force is output from the electric motor to the driving shaft, and the driving force based on the required driving force required for the driving shaft is output to the driving shaft. The internal combustion engine, the electric motor, and the transmission transmission unit are controlled so that the transmission gear ratio of the transmission unit is changed. On the other hand, the target drive force to be output from the motor to the drive shaft when the gear ratio change instruction of the transmission means is made so that the rotational speed of the motor is reduced while the positive drive force is being output from the motor. When the driving force is less than the predetermined driving force, a shift driving force equal to or higher than the predetermined driving force is output from the electric motor to the driving shaft, and the driving force based on the required driving force required for the driving shaft is output to the driving shaft. The internal combustion engine, the electric motor, and the transmission transmission unit are controlled so that the transmission ratio of the unit is changed. That is, when the target driving force is less than the predetermined driving force, the shift transmission means is operated in a state where a driving force for shifting greater than the predetermined driving force is output from the electric motor to the driving shaft and a driving force based on the target driving force is output to the driving shaft. The gear ratio is changed. As a result, it is possible to suppress the uncomfortable feeling that can be given to the driver when changing the speed ratio of the speed change transmission means so that the rotational speed of the electric motor is reduced.

  In such a power output apparatus of the present invention, the shift time control means is configured such that when the speed ratio of the speed change transmission means is changed, a reduction in the driving force output from the electric motor to the drive shaft is the speed change ratio of the speed change transmission means. It is also possible to use a driving force that is equal to or higher than the driving force output to the drive shaft in accordance with the change in the rotation speed of the electric motor. By doing so, it is possible to further suppress the uncomfortable feeling that can be given to the driver when changing the speed ratio of the speed change transmission means so that the rotational speed of the electric motor is reduced.

  In the power output apparatus of the present invention, the shift time control means may cause a shift driving force greater than or equal to the predetermined driving force from the motor to the drive shaft when the set target driving force is less than the predetermined driving force. And the internal combustion engine, the electric motor, and the shift transmission means are controlled so that a driving force based on the set required driving force is output to the driving shaft, and then the shift driving force is applied to the electric motor. The internal combustion engine, the electric motor, and the electric motor so that the transmission gear ratio is changed in a state where the driving force based on the set required driving force is output to the driving shaft. It can also be a means for controlling the shift transmission means.

  Furthermore, in the power output apparatus according to the present invention, the power output from the internal combustion engine is output to the drive shaft connected to the output shaft of the internal combustion engine and the drive shaft with input and output of electric power and power. Electric power drive input / output means may be provided, and the shift time control means may be means for controlling the internal combustion engine, the electric power drive input / output means, the electric motor, and the shift transmission means.

  In the power output apparatus of the present invention having the power / power input / output means, a target operating point comprising a target rotational speed and a target torque of the internal combustion engine based on the set required driving force using a predetermined constraint. Target driving point setting means, and the target driving force setting means is means for setting the target driving force based on the set required driving force and the target torque at the set target driving point. The shift time control means outputs the target driving force from the electric motor to the driving shaft and outputs the internal combustion engine at the set target operating point when the set target driving force is equal to or greater than the predetermined driving force. Is controlled so that the gear ratio of the transmission means is changed, and when the set target driving force is less than the predetermined driving force, A shift operation point is set based on the shift drive force and the set required drive force, the shift drive force is output from the electric motor to the drive shaft, and the internal combustion engine is operated at the set shift operation point. It can also be a means for controlling the speed ratio of the speed change transmission means to be changed while the engine is in operation. In this case, the power motive power input / output means and power storage means capable of exchanging power with the electric motor, and power storage means state detection means for detecting the state of the power storage means, the shift time control means is set. Means for setting the shift operation point based on the shift drive force, the set required drive force, and the detected state of the storage means when the target drive force is less than the predetermined drive force. It can also be. If it carries out like this, an internal combustion engine can be drive | operated with the driving | operation point for shifting according to the state of an electrical storage means.

  Further, in the power output apparatus of the present invention having the power power input / output means, the power power input / output means is connected to the three shafts of the output shaft, the drive shaft, and the rotation shaft of the internal combustion engine. A means comprising: a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power input / output to / from any two axes; and a generator capable of inputting / outputting power to / from the rotating shaft. The first rotor and the first rotor may include a first rotor connected to an 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 with the two rotors.

  The automobile of the present invention is the power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, and can output power to the drive shaft. An internal combustion engine, an electric motor capable of inputting / outputting power, transmission transmission means for performing transmission of power between the rotating shaft of the motor and the drive shaft with a change in gear ratio, and required drive required for the drive shaft Required driving force setting means for setting force, target driving force setting means for setting target driving force to be output from the electric motor to the driving shaft based on the set required driving force, and positive driving from the electric motor When an instruction to change the speed ratio of the speed change transmission means is given so that the rotational speed of the electric motor is reduced during output of force, the target drive is set when the set target drive force is equal to or greater than a predetermined drive force. Force from the motor The internal combustion engine, the electric motor, and the speed change transmission means so that the speed ratio of the speed change transmission means is changed in a state in which a drive force based on the set required drive force is output to the drive shaft. When the set target driving force is less than the predetermined driving force, a shifting driving force equal to or greater than the predetermined driving force is output from the electric motor to the driving shaft, and the set required driving force is set. A power output control unit that controls the internal combustion engine, the electric motor, and the speed change transmission means so that the speed change ratio of the speed change transmission means is changed in a state in which the driving force based on the output is output to the drive shaft. The gist is that the device is mounted and the axle is connected to the drive shaft.

  In the automobile of the present invention, the power output device of the present invention according to any one of the above-described aspects is mounted. Therefore, the effect of the power output device of the present invention, for example, the speed change of the speed change transmission means so as to reduce the rotation speed of the electric motor. The same effect as the effect which can suppress the discomfort which can be given to a driver | operator when changing a ratio can be show | played.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine capable of outputting power to the drive shaft, an electric motor capable of inputting / outputting power, and transmission transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a change in gear ratio. A power output device control method comprising:
(A) setting a required driving force required for the driving shaft;
(B) setting a target driving force to be output from the electric motor to the driving shaft based on the set required driving force;
(C) When an instruction to change the speed ratio of the speed change transmission means is given so that the rotational speed of the electric motor is reduced while a positive driving force is being output from the electric motor, the set target driving force is When the driving force is greater than or equal to a predetermined driving force, the target driving force is output from the electric motor to the driving shaft and the driving force based on the set required driving force is output to the driving shaft. The internal combustion engine, the electric motor, and the shift transmission means are controlled so that the shift is changed, and when the set target driving force is less than the predetermined driving force, a shifting driving force equal to or greater than the predetermined driving force is generated from the electric motor. The internal combustion engine, the electric motor, and the speed change gear are changed so that the speed ratio of the speed change transmission means is changed in a state in which a driving force based on the set required driving force is output to the driving shaft and output to the driving shaft. Communicator And summarized in that the control and.

  According to the control method of the power output apparatus of the present invention, when a change instruction of the transmission ratio of the transmission transmission means is made so that the rotational speed of the electric motor is reduced while the positive driving force is being output from the electric motor. When the target driving force to be output from the electric motor to the driving shaft is equal to or greater than the predetermined driving force, the target driving force is output from the electric motor to the driving shaft and the driving force based on the required driving force required for the driving shaft is output to the driving shaft. In this state, the internal combustion engine, the electric motor and the transmission transmission means are controlled so that the transmission ratio of the transmission transmission means is changed. On the other hand, the target drive force to be output from the motor to the drive shaft when the gear ratio change instruction of the transmission means is made so that the rotational speed of the motor is reduced while the positive drive force is being output from the motor. When the driving force is less than the predetermined driving force, a shift driving force equal to or higher than the predetermined driving force is output from the electric motor to the driving shaft, and the driving force based on the required driving force required for the driving shaft is output to the driving shaft. The internal combustion engine, the electric motor, and the transmission transmission unit are controlled so that the transmission ratio of the unit is changed. That is, when the target driving force is less than the predetermined driving force, the shift transmission means is operated in a state where a driving force for shifting greater than the predetermined driving force is output from the electric motor to the driving shaft and a driving force based on the target driving force is output to the driving shaft. The gear ratio is changed. As a result, it is possible to suppress the uncomfortable feeling that can be given to the driver when changing the speed ratio of the speed change transmission means so that the rotational speed of the electric motor is 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 the configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. For example, a signal from a crank position sensor 23 attached to the crankshaft 26 is input to the engine ECU 24. 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 transmission 60 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is output from the ring gear shaft 32a to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 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 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 the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2 off. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited. In the embodiment, the brakes B1 and B2 are turned on and off by adjusting the hydraulic pressure applied to the brakes B1 and B2 by driving a hydraulic actuator (not shown).

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 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 a rotation position Nr of a ring gear shaft 32 a as a drive shaft from the rotation speed sensor 36, an ignition signal from the ignition switch 80, and a shift position sensor 82 that detects an operation position of the shift lever 81. The brake pedal from the brake pedal position sensor 86 for detecting the accelerator opening Acc from the accelerator pedal position sensor 84 for detecting the accelerator opening Acc corresponding to the shift position SP and the accelerator pedal 83 for depression, and the depression amount for the brake pedal 85. The position BP, 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 hybrid vehicle 20 configured in this way, particularly the operation when performing an upshift to switch transmission 60 from the Lo gear state to the Hi gear state will be described. FIG. 3 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is executed every predetermined time (for example, every several milliseconds).

  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, 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 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 rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k.

  Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S120). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (= V · k) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed of the motor MG1 is given by the following equation (1). Nm1 * is calculated, and a torque command Tm1 * for the motor MG1 is calculated from the calculated target rotational speed Nm1 * and the current rotational speed Nm1 by the equation (2) (step S130). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. As shown in FIG. 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 reduction gear 35 is shown. Expression (1) 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 (hereinafter referred to as direct torque Ter) and torque that torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a 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) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  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 is expressed by the following equation (3). And the current gear ratio Gr of the transmission 60 is calculated by dividing the rotational speed Nm2 of the motor MG2 by the rotational speed Nr (= V · k) of the ring gear shaft 32a (step S140). At the same time (step S150), the calculated current gear ratio Gr of the transmission 60, the required torque Tr *, the torque command Tm1 *, and the operation The temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated by the equation (5) using the gear ratio ρ of the distribution integration mechanism 30 (step S160), and the temporary motor torque Tm2tmp is calculated with the calculated torque limits Tmin and Tmax. Is set to a torque command Tm2 * of the motor MG2 (step S170). 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 (5) can be easily derived from the collinear diagram of FIG. 6 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Next, it is determined whether an upshift request for the transmission 60 has been made (step S180). Here, in the embodiment, the shift request of the transmission 60 is made at a predetermined timing based on the required torque Tr * and the vehicle speed V. When it is determined that the request for upshifting of the transmission 60 has not been made, a value 0 is set in a low torque shift flag F1 described later (step S192), and the target rotational speed Ne * and target torque Te * of the engine 22 are set. Is transmitted to the engine ECU 24, and torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S250), 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. In the embodiment, the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are described so as to change in a step-responsive manner for easy explanation. However, in actuality, it is set by performing rate processing, annealing processing, etc. in consideration of the responsiveness of the engine 22 and the motors MG1, MG2.

  When it is determined in step S180 that a request for upshifting of the transmission 60 is made, the motor MG2 obtained by multiplying the torque command Tm2 * of the motor MG2 by the current gear ratio Gr of the transmission 60 is used as a drive shaft. The torque (Tm2 * · Gr) to be output to the ring gear shaft 32a is compared with a threshold value Tref (step S190). Here, the threshold value Tref is, for example, a drop in torque output from the motor MG2 to the ring gear shaft 32a as a drive shaft when the transmission 60 is upshifted, and the rotational speed of the motor MG2 when the transmission 60 is upshifted. A torque that is substantially equal to or slightly larger than the torque output to the ring gear shaft 32a as the drive shaft due to the inertia torque generated with a sudden change in Nm2 can be determined experimentally. Consider a case where the transmission 60 is upshifted. In this case, the control of the motor MG2 is delayed with respect to the control of the transmission 60 due to a delay in computation of the hybrid electronic control unit 70, a communication delay between the hybrid electronic control unit 70 and the motor ECU 40, or the like. Causes a phenomenon in which the torque output to the ring gear shaft 32a as the drive shaft temporarily decreases. In this case, the torque output to the ring gear shaft 32a as the drive shaft temporarily increases due to the inertia torque generated with the change in the rotational speed Nm2 of the motor MG2. The decrease in the former torque depends on the magnitude of the torque output from the motor MG2, and the increase in the latter torque depends on the change in the rotational speed Nm2 of the motor MG2. Therefore, when the transmission 60 is upshifted while outputting a relatively large torque from the motor MG2, a temporary decrease in torque due to a control delay or the like appears relatively large. However, when the transmission 60 is upshifted when only a relatively small torque is output from the motor MG2, the temporary decrease in torque is also reduced. There is a risk that the temporary increase in torque associated with the inertia torque will be closed up, giving the driver a feeling of jumping out of the vehicle. In step 190, the torque (Tm2 * · Gr) to be output from the motor MG2 to the ring gear shaft 32a as the drive shaft is compared with the threshold value Tref in order to determine the presence or absence of such a risk.

  When the torque (Tm2 * · Gr) to be output from the motor MG2 to the ring gear shaft 32a as the drive shaft is equal to or greater than the threshold value Tref, it is determined that there is no possibility that the driver will feel the vehicle jumping out, and whether or not the speed is being changed. (Step S230), when it is determined that the gear is not being shifted, the start of the shift processing routine is instructed (step S240), and each set value is transmitted to the engine ECU 24 and the motor ECU 40 (step S250). The drive control routine ends. When the start of the shift process routine is instructed in this way, the hybrid electronic control unit 70 executes the shift process routine illustrated in FIG. 7 in parallel with the drive control routine. The shift process routine of FIG. 7 will be described later. On the other hand, when the torque (Tm2 * · Gr) to be output from the motor MG2 to the ring gear shaft 32a as the drive shaft is less than the threshold value Tref, it is determined that there is a possibility of giving the vehicle a feeling of jumping out, and a low torque described later. A value 1 is set in the hourly shift flag F1 (step S194), and the torque command Tm2 * of the motor MG2 is obtained by dividing the predetermined torque T1 as the torque not less than the threshold value Tref by the current gear ratio Gr of the transmission 60. While resetting (step S200), the target torque Te * of the engine 22 is reset according to the following equation (6) using the required torque Tr *, the predetermined torque T1, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S200). S210), by dividing the required power Pe * by the reset target torque Te * of the engine 22, the target rotational speed Ne of the engine 22 Is reset (step S220), and if the speed is not being changed, the start of the shift processing routine is instructed (steps S230 and S240), and each of the parameters includes the reset target torque Te * of the engine 22 and the torque command Tm2 * of the motor MG2. The set value is transmitted to the engine ECU 24 and the motor ECU 40 (step S250), and the drive control routine is terminated. That is, when a request for upshifting of the transmission 60 is made when only a relatively small torque is being output from the motor MG2 to the ring gear shaft 32a serving as the drive shaft, the motor MG2 relatively applies to the ring gear shaft 32a serving as the drive shaft. Since the torque command Tm2 * of the motor MG2 is corrected so that a large torque is output and the target torque Te * of the engine 22 is corrected so as to decrease the direct torque Tor from the engine 22, the start of the shift process routine is instructed. is there. Accordingly, it is possible to suppress the driver from feeling that the vehicle is popping up when the transmission 60 is upshifted.

  Te * = (Tr * -T1) ・ (1 + ρ) (6)

  Next, the shift process routine of FIG. 7 will be described. In the shift process routine of FIG. 7, first, the value of the aforementioned low torque shift flag F1 is checked (step S300), and when this flag F1 is 1, a process of waiting for a predetermined time to elapse is performed (step S310). . Here, the predetermined time is set to a time from when the request for upshift of the transmission 60 is made until the torque command Tm2 * of the motor MG2 reaches the torque (T1 / Gr). As described above, the torque command Tm2 * of the motor MG2 and the target torque Te * of the engine 22 are actually set by performing rate processing and annealing processing in consideration of the responsiveness of the motor MG2 and the engine 22. It is to be done. When the low torque shift flag F1 is 1, the brake B2 is turned off after a predetermined time has elapsed, and when the low torque shift flag F1 is the value 0, without waiting for the predetermined time to elapse ( (Step S320), the brake B1 is frictionally engaged (Step S330), the rotational speed Nm2 of the motor MG2 and the vehicle speed V are input (Step S340), and the input vehicle speed V is multiplied by the conversion factor k as a drive shaft. The rotation speed Nm2 * (= V · k · Ghi) of the motor MG2 after the shift is calculated using the rotation speed Nr of the ring gear shaft 32a and the gear ratio Ghi in the Hi gear state (step S350), and the rotation of the motor MG2 The process returns to step S320 until the number Nm2 reaches the vicinity of the speed Nm2 * after the shift, and the process is repeatedly executed (step S360). When the rotational speed Nm2 of the motor MG2 reaches the vicinity of the rotational speed Nm2 * after the shift, the brake B1 is completely turned on (step S370), and a value 1 is set to the shift processing completion flag F2 (step S380). The processing routine ends. When the shift process completion flag F2 is set to 1 in this way, it is determined that a shift request is not made in step S180 of the drive control routine of FIG.

  FIG. 8 shows the direct rotation from the engine 22 with the rotational speed Nm2 and torque Tm2 of the motor MG2 when upshifting the transmission 60 when only a relatively small torque is output from the motor MG2 to the ring gear shaft 32a as the drive shaft. It is explanatory drawing which shows an example of the mode of a time change of torque Ter and the torque Tr output to the ring gear shaft 32a as a drive shaft. In the figure, the solid line shows the case of upshifting with the torque Tm2 of the motor MG2 being relatively large, that is, an example, and the broken line shows the case of upshifting without increasing the torque Tm2 of the motor MG2 for reference. . In the embodiment, as shown by the solid line, when the upshift of the transmission 60 is requested at time t1, the torque Tm2 output from the motor MG2 is increased and the direct torque Tor from the engine 22 is decreased. In this state, the transmission 60 is upshifted. As a result, it is possible to suppress an increase in the torque Tr output to the ring gear shaft 32a as the drive shaft when the transmission 60 is upshifted, and it is possible to suppress the feeling of vehicle jumping that can be given to the driver. Note that, after time t2 when the upshift is completed, the torque Tm2 output from the motor MG2 is reduced and the direct torque Ter from the engine 22 is increased.

  According to the hybrid vehicle 20 of the embodiment described above, the torque (Tm2 * · Gr) to be output from the motor MG2 to the ring gear shaft 32a as the drive shaft when a request for upshifting of the transmission 60 is made is a threshold value. If it is equal to or higher than Tref, the transmission 60 is upshifted in that state, and if the torque (Tm2 * · Gr) is less than the threshold value Tref, the motor MG2 outputs a torque command Tm2 * so that a relatively large torque is output. The target torque Te * and the target rotational speed Ne * of the engine 22 are reset so that torque based on the required torque Tr * is output to the ring gear shaft 32a as a drive shaft, and the upshift of the transmission 60 is performed in that state. The vehicle jumps out that can be given to the driver when the transmission 60 is upshifted. It is possible to suppress.

  In the hybrid vehicle 20 according to the embodiment, the threshold value Tref is set such that the torque output from the motor MG2 to the ring gear shaft 32a as the drive shaft when the transmission 60 is upshifted and the motor when the transmission 60 is upshifted. The torque that is substantially equal to the torque output to the ring gear shaft 32a as the drive shaft by the inertia torque generated with the sudden change in the rotational speed Nm2 of the MG2 or a slightly larger torque is set. Torque slightly smaller than the torque at which the drop in torque output to the ring gear shaft 32a and the torque output to the ring gear shaft 32a by the inertia torque are substantially equal may be set.

  In the hybrid vehicle 20 of the embodiment, the torque (Tm2) to be output from the motor MG2 to the ring gear shaft 32a as the drive shaft when the upshift of the transmission 60 is requested in steps S180 and S190 of the drive control routine of FIG. * · Gr) is less than the threshold value Tref, the torque command Tm2 * of the motor MG2 is reset and the target torque Te * and the target rotational speed Ne * of the engine 22 are reset. Only Te * may be reset. In this case, for example, the process of step S220 of the drive control routine of FIG. 3 may not be performed. In the hybrid vehicle 20 of the embodiment, the target torque Te * and the target rotational speed Ne * of the engine 22 are reset without considering the state of the battery 50 (for example, the remaining capacity (SOC)). The target torque Te * and the target rotational speed Ne * of the engine 22 may be reset in consideration of the state of the battery 50.

  In the hybrid vehicle 20 of the embodiment, when the low torque shift flag F1 is 1 in step S300 of the shift process routine of FIG. 8, that is, when the upshift of the transmission 60 is requested, the motor MG2 serves as the drive shaft. When the torque (Tm2 * · Gr) to be output to the ring gear shaft 32a is less than the threshold value Tref, the brake B2 is turned off and the brake B1 is frictionally engaged after a predetermined time has elapsed. Before the time elapses, the brake B2 may be turned off and the brake B1 may be frictionally engaged.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 that can be shifted with two shift stages of Hi and Lo is used, but the shift stage of the transmission is not limited to two stages, and has three or more shift stages. A shiftable transmission may be used.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a as the drive shaft. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. The power of the motor MG2 may be output to an axle (an axle connected to the wheels 39c and 39d in FIG. 9) 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.

  In the embodiment, the hybrid vehicle 20 including the power output device including the engine 22, the power distribution and integration mechanism 30, the motors MG1 and MG2, and the transmission 60 has been described. However, the present invention is not limited thereto, and power can be output to the drive wheels. Any vehicle equipped with a power output device including a simple engine and a motor capable of outputting power to drive wheels via a transmission may be used. In the embodiment, such a power output device is mounted on an automobile. However, the power output device may be mounted on a vehicle other than an automobile, a ship, an aircraft, or the like. It is good also as what is used as a form of.

  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.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. An example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set are shown. 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 a flowchart which shows an example of a shift process routine. When only a relatively small torque is output from the motor MG2, the rotational speed Nm2 and torque Tm2 of the motor MG2 when the transmission 60 is upshifted, the direct torque Tor from the engine 22, and the output to the ring gear shaft 32a as the drive shaft It is explanatory drawing which shows an example of the mode of a time change with the torque Tr performed. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 37 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 48 rotational shaft, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61, 65 sun gear, 62, 66 ring Gear, 63a First pinion gear, 63b Second pinion gear, 64, 68 Carrier, 67 pinion gear, 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, 230 Pair motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor, B1, B2 brake

Claims (10)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
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 change in gear ratio;
Required driving force setting means for setting required driving force required for the drive shaft;
Target driving force setting means for setting a target driving force to be output from the electric motor to the driving shaft based on the set required driving force;
When an instruction to change the transmission gear ratio of the shift transmission means is given so that the rotational speed of the electric motor is reduced while a positive driving force is being output from the electric motor, the set target driving force is a predetermined driving force. At this time, the speed ratio of the speed change transmission means is changed while the target driving force is output from the electric motor to the driving shaft and the driving force based on the set required driving force is output to the driving shaft. The internal combustion engine, the electric motor, and the transmission transmission means are controlled so that when the set target driving force is less than the predetermined driving force, a shifting driving force equal to or greater than the predetermined driving force is transmitted from the motor to the driving shaft. The internal combustion engine, the electric motor, and the transmission transmission means so that the transmission ratio of the transmission transmission means is changed in a state where a driving force based on the set required driving force is output to the driving shaft. The And a gear-change-time control means Gosuru,
A power output device comprising:   The shift time control means is configured to rotate the motor when the reduction of the driving force output from the motor to the drive shaft changes the speed ratio of the speed change transmission means when changing the speed ratio of the speed change transmission means. 2. The power output apparatus according to claim 1, wherein said power output device is a means for controlling by using a driving force that is equal to or greater than a driving force output to said driving shaft in accordance with a change in number as said driving force for shifting.   When the set target driving force is less than the predetermined driving force, the shifting time control means outputs a shifting driving force equal to or greater than the predetermined driving force from the electric motor to the driving shaft and the set request. After controlling the internal combustion engine, the electric motor and the transmission transmission means so that a driving force based on the driving force is output to the driving shaft, the shifting driving force is output from the electric motor to the driving shaft and Means for controlling the internal combustion engine, the electric motor and the transmission transmission means so that a transmission ratio of the transmission transmission means is changed in a state in which a driving force based on a set required driving force is output to the drive shaft; The power output apparatus according to claim 1 or 2. The power output device according to any one of claims 1 to 3,
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 power and power,
The shift time control means is means for controlling the internal combustion engine, the power drive input / output means, the electric motor, and the shift transmission means. The power output device according to claim 4,
A target operating point setting means for setting a target operating point consisting of a target rotational speed and a target torque of the internal combustion engine based on the set required driving force using a predetermined constraint;
The target driving force setting means is a means for setting the target driving force based on the set required driving force and a target torque at the set target driving point,
The shift time control means outputs the target driving force from the electric motor to the driving shaft when the set target driving force is equal to or greater than the predetermined driving force, and the internal combustion engine at the set target operating point. Control is performed so that the speed ratio of the speed change transmission means is changed in the driven state, and when the set target driving force is less than the predetermined driving force, the shifting driving force and the set required driving force are set. Based on this, an operating point for shifting is set, and the driving force for shifting is output from the electric motor to the drive shaft and the internal combustion engine is operated at the set operating point for shifting. A power output device that is a means for controlling the engine to be changed. The power output device according to claim 5,
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Power storage means state detection means for detecting the state of the power storage means;
With
When the set target driving force is less than the predetermined driving force, the shifting time control means is based on the shifting driving force, the set required driving force, and the detected state of the power storage means. A power output device that is a means for setting a shift operation point.   The power power input / output means is connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and power is supplied to the remaining shaft based on the power input / output to any two of the three shafts. The power output device according to any one of claims 4 to 6, wherein the power output device comprises three-axis power input / output means for inputting / outputting power and a generator capable of inputting / outputting power to / from the rotating 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 The power output device according to any one of claims 4 to 6, wherein the power output device is a counter-rotor motor rotating by relative rotation with the two rotors.   An automobile comprising the power output device according to any one of claims 1 to 8 and an axle connected to the drive shaft. An internal combustion engine capable of outputting power to the drive shaft, an electric motor capable of inputting / outputting power, and transmission transmission means for transmitting power between the rotating shaft of the motor and the drive shaft with a change in gear ratio. A power output device control method comprising:
(A) setting a required driving force required for the driving shaft;
(B) setting a target driving force to be output from the electric motor to the driving shaft based on the set required driving force;
(C) When an instruction to change the speed ratio of the speed change transmission means is given so that the rotational speed of the electric motor is reduced while a positive driving force is being output from the electric motor, the set target driving force is When the driving force is greater than or equal to a predetermined driving force, the target driving force is output from the electric motor to the driving shaft and the driving force based on the set required driving force is output to the driving shaft. The internal combustion engine, the electric motor, and the shift transmission means are controlled so that the shift is changed, and when the set target driving force is less than the predetermined driving force, a shifting driving force equal to or greater than the predetermined driving force is generated from the electric motor. The internal combustion engine, the electric motor, and the speed change gear are changed so that the speed ratio of the speed change transmission means is changed in a state in which a driving force based on the set required driving force is output to the driving shaft and output to the driving shaft. Communicator Control method for a power output apparatus for controlling and.

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