JP4244995B2 - POWER OUTPUT DEVICE, VEHICLE MOUNTING THE SAME, AND METHOD FOR CONTROLLING POWER OUTPUT DEVICE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress unexpected fluctuation of drive force and suppress overrotation of a motor when shift inhibition is removed. <P>SOLUTION: When a temperature of lubricant oil Toil is lower than a predetermined temperature Tref immediately after a system starts up, a value 1 is set in a shift inhibition flag F. When the temperature of the lubricant oil Toil becomes higher than the predetermined temperature Tref in a state that Lo-Hi shift of a transmission is inhibited (S120), the shift inhibition flag F is reset to a value 0 when a vehicle speed V is lower than a vehicle speed Vhi (S150), and the shift inhibition of the transmission is released. Thereby, inconvenience occurring when the transmission is shifted between Lo-Hi in a state that the vehicle speed V is higher than the vehicle speed Vhi as a vehicle speed for Lo-Hi shift, for example, inconvenience such as generation of a torque shock in accordance with fluctuation of the drive force or overrotation of a motor MG 2 mounted on the transmission can be prevented. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a power output apparatus, a vehicle on which the power output apparatus is mounted, and a method for controlling the power output apparatus.

Conventionally, as this kind of power output device, when the coolant temperature of the engine is lower than a predetermined temperature, shifting to the highest speed of the automatic transmission is prohibited, and when the coolant temperature reaches a predetermined temperature or higher, the automatic transmission A vehicle-mounted one that cancels prohibition of shifting to the highest speed is proposed (for example, see Patent Document 1). In this apparatus, when the cooling water temperature of the engine is low, the automatic transmission is prohibited from shifting to the highest speed stage, so that the engine speed is increased and the engine is warmed up early.
JP-A-11-166615

  However, in the power output device described above, if the shift to the highest speed stage is canceled when the prohibition of shifting to the highest speed stage of the automatic transmission is released, a torque shock may occur due to fluctuations in the driving force, the engine, etc. The prime mover of the engine may over-rotate. If the prohibition is canceled in the state where the shifting to the highest speed is prohibited while the shifting to the highest speed is prohibited, the rotational speed of the prime mover such as the engine is suddenly reduced, so the driving force is large. In a transmission that fluctuates or shifts to the highest speed stage through a temporary neutral, a prime mover such as an engine that is already rotating at a high speed temporarily blows up and over-rotates.

  The power output device of the present invention, a vehicle equipped with the power output device, and a control method for the power output device are intended to suppress unexpected fluctuations in driving force. Another object of the power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a control method for the power output apparatus is to suppress over-rotation of the prime mover.

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

The first power output device of the present invention comprises:
A power output device that outputs power to a drive shaft,
A prime mover that outputs power;
Transmission means connected to a power shaft from which power is output from the prime mover and the drive shaft, and transmitting power with a shift of a shift stage between the power shaft and the drive shaft;
A lubricating medium temperature detecting means for detecting a temperature of a lubricating medium for lubricating the transmission means;
When the detected temperature of the lubricating medium is lower than a predetermined temperature, shifting to a specific gear stage in the transmission unit is prohibited, and when the detected temperature of the lubricating medium is equal to or higher than the predetermined temperature, the transmission unit Shift prohibiting permission means for permitting shifting to the specific shift stage;
When the shift to the specific shift stage is permitted from the state in which the shift to the specific shift stage is prohibited by the shift prohibition permission unit, the condition for the shift to the specific shift stage is not established The prime mover is configured such that the prohibition of the shift to the specific shift stage is canceled and a drive force based on the requested drive force required for the drive shaft is output to the drive shaft with the shift to the specific shift stage. And control means for controlling the transmission means,
It is a summary to provide.

  In the first power output apparatus of the present invention, the temperature of the lubricating medium that lubricates the speed change means that transmits power with a shift of the gear position between the power shaft that outputs power from the prime mover and the drive shaft is predetermined. If the temperature of the lubricating medium becomes equal to or higher than the predetermined temperature and the shift to the specific shift stage is permitted after the shift to the specific shift stage in the transmission means is prohibited due to the temperature being less than the temperature, the shift to the specific shift stage is permitted. When the speed change condition is not satisfied, the prohibition of the shift to the specific shift stage is canceled, and the drive force based on the required drive force required for the drive shaft is output to the drive shaft with the shift to the specific shift stage. The prime mover and the transmission means are controlled so as to be performed. That is, even if the shift to the specific shift stage is permitted, the prohibition of the shift to the specific shift stage is not canceled until the condition for the shift to the specific shift stage is not satisfied. As a result, a shift to a specific shift stage can be performed as a normal shift, and fluctuations in driving force and overspeed of the prime mover that can occur when the shift to the specific shift stage is permitted are suppressed. Can be suppressed.

  In such a first power output apparatus of the present invention, when the shift to the specific shift stage is prohibited by the shift prohibiting permission means, the control means cancels the prohibition of the shift to the specific shift stage. Until this time, it can be a means for controlling the rotational speed of the drive shaft to be less than a predetermined rotational speed. If it carries out like this, it can avoid that the rotation speed of a drive shaft becomes more than predetermined rotation speed, and it can suppress that a motor | power_engine over-rotates.

The second power output device of the present invention is:
A power output device that outputs power to a drive shaft,
A prime mover that outputs power;
Transmission means connected to a power shaft from which power is output from the prime mover and the drive shaft, and transmitting power with a shift of a shift stage between the power shaft and the drive shaft;
A lubricating medium temperature detecting means for detecting a temperature of a lubricating medium for lubricating the transmission means;
When the detected temperature of the lubricating medium is lower than a predetermined temperature, shifting to a specific gear stage is prohibited in the transmission means, and the detected lubricating medium is prohibited in a state where shifting to the specific gear stage is prohibited. Shift prohibition canceling means for canceling prohibition of shifting to the specific shift stage when the temperature of the engine reaches the predetermined temperature or more and the condition for shifting to the specific shift stage is not established;
When the shift to the specific shift stage is prohibited by the shift prohibition canceling means, the drive force based on the requested drive force required for the drive shaft is generated without performing the shift to the specific shift stage. The prime mover and the speed changer are controlled so that the shift to the specific shift stage is released by the shift prohibition release means with the shift to the specific shift stage. Control means for controlling the prime mover and the speed change means so that a driving force based on a required driving force is output to the drive shaft;
It is a summary to provide.

  In the second power output device of the present invention, the temperature of the lubricating medium that lubricates the speed change means that transmits the power with the speed change between the drive shaft and the power shaft that outputs power from the prime mover is predetermined. When the temperature is lower than the temperature, the prime mover and the speed change means are controlled so that the drive force based on the required drive force required for the drive shaft is output to the drive shaft without shifting the speed change means to a specific shift stage. When the temperature of the lubricating medium reaches a predetermined temperature or higher when shifting to a gear is prohibited, shifting to a specific gear is prohibited when the conditions for shifting to the specific gear are not satisfied. And the prime mover and the transmission means are controlled so that a driving force based on the required driving force is output to the drive shaft with a shift to a specific gear stage. That is, even if the temperature of the lubricating medium reaches a predetermined temperature or higher, the prohibition of shifting to a specific shift stage is not canceled until the condition for shifting to the specific shift stage is not satisfied. As a result, a shift to a specific shift stage can be performed as a normal shift, and fluctuations in driving force and overspeed of the prime mover that can occur when the shift to the specific shift stage is permitted are suppressed. Can be suppressed.

  In such a second power output apparatus of the present invention, when the shift to the specific shift stage is prohibited by the shift prohibition canceling means, the control means sets the rotational speed of the drive shaft to be less than a predetermined rotational speed. It can also be a means for controlling. If it carries out like this, it can avoid that the rotation speed of a drive shaft becomes more than predetermined rotation speed, and it can suppress that a motor | power_engine over-rotates.

  In the first or second power output apparatus of the present invention, the transmission means may be a two-speed transmission, and the specific shift stage may be a speed-up side shift stage. Further, in the first or second power output device of the present invention, the internal combustion engine, the output shaft of the internal combustion engine and the drive shaft are connected, and input / output of electric power and power is output from the internal combustion engine. Power power input / output means capable of outputting at least part of the power to the drive shaft, the prime mover is an electric motor, and the control means outputs a drive force based on the required drive force to the drive shaft. The internal combustion engine and the electric power drive input / output means can also be controlled.

  The vehicle of the present invention is the first or second 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 outputs power. And a transmission that is connected to a power shaft that outputs power from the prime mover and the drive shaft, and that transmits power between the power shaft and the drive shaft with a gear shift. Lubricating medium temperature detecting means for detecting a temperature of a lubricating medium for lubricating the means, and when the detected temperature of the lubricating medium is less than a predetermined temperature, shifting to a specific gear stage in the transmission means is prohibited, and the detection is performed. A shift prohibiting permission unit for permitting the shift to shift to the specific shift stage when the temperature of the lubricated medium is equal to or higher than the predetermined temperature, and a shift to the specific shift stage by the shift prohibiting permission unit. From the prohibited state When the shift to the specific shift stage is permitted, the prohibition of the shift to the specific shift stage is canceled when the condition for the shift to the specific shift stage is not established, and the shift to the specific shift stage is performed. Control means for controlling the prime mover and the speed change means so that a drive force based on a required drive force required for the drive shaft accompanied by a speed change is output to the drive shaft. An output device or a power output device that outputs power to a drive shaft, wherein the power shaft and the drive shaft are connected to a prime mover that outputs power, a power shaft that outputs power from the prime mover, and the drive shaft. A transmission means for transmitting power with a shift of the gear stage, a lubricating medium temperature detection means for detecting the temperature of the lubricating medium for lubricating the transmission means, and the detected temperature of the lubricating medium is a predetermined temperature. If the speed is less than The shift to the specific shift stage is prohibited, and when the shift to the specific shift stage is prohibited, the detected temperature of the lubricating medium reaches the predetermined temperature or more and the conditions for the shift to the specific shift stage Shift prohibition canceling means for canceling the prohibition of shifting to the specific shift stage when the condition is not established, and to the specific shift stage when shifting to the specific shift stage is prohibited by the shift prohibition canceling means. The prime mover and the speed changer are controlled so that a drive force based on the required drive force required for the drive shaft is output to the drive shaft without shifting the speed of the drive shaft. When the prohibition of gear shifting to a stage is released, the prime mover and the gear shifting means are controlled so that a driving force based on the requested driving force is output to the driving shaft with a gear shifting to the specific gear stage. And control means The second power output device of the present invention is mounted and the axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the first or second power output device of the present invention according to any one of the above-described aspects, the effects exhibited by the first or second power output device of the present invention, for example, specific Suppresses fluctuations in driving force that can be performed as normal shifts, changes in driving force that may occur when shifts to specific shift stages are permitted, and over-rotation of the prime mover The same effects as those that can be achieved can be achieved.

The method for controlling the power output apparatus of the present invention includes:
A prime mover that outputs motive power, and a transmission means that is connected to a motive power shaft from which the motive power is output and a drive shaft, and that transmits the motive power with a shift of a shift stage between the motive power shaft and the drive shaft; A method for controlling a power output device comprising:
When the temperature of the lubricating medium that lubricates the speed change means is lower than a predetermined temperature, the speed change means is accompanied by a specific speed change operation that does not involve the speed change to the specific speed stage regardless of the conditions of the speed change to the specific speed stage. The prime mover and the speed changer are controlled so that a driving force based on the required driving force required for the driving shaft is output to the driving shaft, and the temperature of the lubricating medium reaches from the predetermined temperature to the predetermined temperature or higher. When the shift condition is not satisfied, the specific shift operation is canceled, and a drive force based on the required drive force required for the drive shaft with a shift to the specific shift stage is applied to the drive. Controlling the prime mover and the transmission means to be output to a shaft;
It is characterized by that.

  In the method for controlling the power output apparatus of the present invention, the temperature of the lubricating medium for lubricating the speed change means for transmitting the power with the speed change between the power shaft and the drive shaft from which the power is output from the prime mover is predetermined. When the temperature is lower than the temperature, the driving force based on the required driving force required for the drive shaft is driven with the specific shift operation without the shift to the specific shift step regardless of the condition of the shift to the specific shift step in the shift means. The prime mover and the transmission means are controlled so as to be output to the shaft. Further, when the temperature of the lubricating medium reaches from a predetermined temperature to a predetermined temperature or higher, the specific shift operation is canceled and the drive shaft is requested with a shift to a specific shift stage when the shift condition is not satisfied. The prime mover and the transmission means are controlled so that a driving force based on the required driving force is output to the drive shaft. That is, even if the temperature of the lubricating medium reaches a predetermined temperature or higher, the prohibition of shifting to a specific shift stage is not canceled until the condition for shifting to the specific shift stage is not satisfied. As a result, a shift to a specific shift stage can be performed as a normal shift, and fluctuations in driving force and overspeed of the prime mover that can occur when the shift to the specific shift stage is permitted are suppressed. Can be suppressed.

  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 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 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 functioning as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34 And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32. The ring gear 32 is mechanically connected to the drive wheels 39a and 39b of the front wheels of the vehicle via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38. Note that the three axes connected to the power distribution and integration mechanism 30 when viewed as a drive system are the crankshaft 26 that is the output shaft of the engine 22 connected to the carrier 34, and the rotation shaft of the motor MG1 that is connected to the sun gear 31. The ring gear shaft 32a as a drive shaft is connected to the sun gear shaft 31a and the ring gear 32 and mechanically connected to the drive wheels 39a and 39b.

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

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. 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 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 is provided with the ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and the accelerator opening Adrv corresponding to the depression amount of the accelerator pedal 83. The accelerator opening position Adrv from the accelerator pedal position sensor 84 to be detected, the brake position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the temperature attached to the transmission 60 Lubricating oil temperature Toil from the sensor 69 is input through the input port. Further, from the hybrid electronic control unit 70, drive signals to the actuators (not shown) of the brakes B1 and B2 of the transmission 60 are output through an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via 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 configured in this way calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening degree Adrv corresponding to the depression amount of the accelerator pedal 83 by the driver and the vehicle speed V. 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, particularly the operation at the time of drive control that involves switching of the transmission 60 in a state where the motor MG2 outputs a negative torque 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. Nm2, charge / discharge required power Pb *, input / output limits Win and Wout of the battery 50, the temperature Toil of the lubricating oil of the transmission 60 from the temperature sensor 69, and the process of inputting data necessary for control such as the speed change state of the transmission 60 Is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The charge / discharge required power Pb * is input from the battery ECU 52 by communication from the battery ECU 52 as power to be charged / discharged by the battery ECU 52 based on the remaining capacity (SOC) of the battery 50 or the like. The input / output limits Win and Wout of the battery 50 are calculated based on the battery temperature Tb and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  When the data is thus input, it is determined whether or not the temperature Toil of the lubricating oil of the transmission 60 is equal to or higher than a predetermined temperature Tref (step S110). Here, the predetermined temperature is used to determine whether or not the gear shift of the transmission 60 can be smoothly performed. The lower limit temperature at which the gear shift of the transmission 60 can be smoothly performed is determined. Can be used. This temperature can be determined by the characteristics of the lubricating oil, and for example, a temperature such as −25 ° C. or −30 ° C. can be used. When the temperature Toil of the lubricating oil is lower than the predetermined temperature Tref, it is determined that the gear shift of the transmission 60 cannot be performed smoothly, a value 1 is set in the shift prohibit flag F (step S120), and the shift is prohibited. The required torque setting map is set as a required torque setting map for execution (step S130). Since the temperature Toil of the lubricating oil becomes lower than the predetermined temperature Tref immediately after the system is started, when the value 1 is set in the shift prohibition flag F, the transmission 60 is in the Lo gear state, and the Lo of the transmission 60 The Lo-Hi shift for shifting from the gear state to the Hi gear state is prohibited. That is, the transmission 60 is fixed in the Lo gear state. Immediately after the system is started, the shift prohibition flag F is set to 0 by an initialization routine (not shown). The map for setting the required torque when shifting is prohibited will be described later.

  On the other hand, when the temperature Toil of the lubricating oil is equal to or higher than the predetermined temperature Tref, it is determined that the gear shift of the transmission 60 can be smoothly performed, and the vehicle speed V is changed from the Lo gear state to the Hi gear state. Is compared with the vehicle speed Vhi for determining the Lo-Hi shift to shift to (step S140), and when the vehicle speed V is less than the vehicle speed Vhi, the shift prohibition flag F is reset to the value 0 (step S150) and the normal required torque setting is performed. This map is set as a required torque setting map for execution (step S160). When the temperature Toil of the lubricating oil is equal to or higher than the predetermined temperature Tref immediately after the system is started, the value 0 is set in the shift prohibition flag F. Therefore, the value of the shift prohibition flag F is 0 when the vehicle speed V is less than the vehicle speed Vhi. Reset doesn't make sense. Since the temperature Toil of the lubricating oil is less than the predetermined temperature Tref immediately after the system is started, when the value 1 is set in the shift prohibition flag F, the vehicle speed V is the vehicle speed Vhi even if the lubricating oil temperature Toil is equal to or higher than the predetermined temperature Tref. As described above, the shift prohibition flag F is not reset to the value 0, and the value 0 is set to the shift prohibition flag F when the vehicle speed V reaches less than the vehicle speed Vhi. Thus, the shift prohibition flag F is reset to the value 0 based on the vehicle speed V when the shift prohibition flag F is set to the value 1 because the temperature Toil of the lubricating oil is lower than the predetermined temperature Tref. This is to prevent the Lo-Hi shift of the transmission 60 from being performed by resetting the shift prohibition flag F to the value 0 when the vehicle speed V is equal to or higher than the vehicle speed Vhi. Thereby, the transmission 60 can be processed as a normal Lo-Hi shift, and unexpected fluctuations in driving force and over-rotation of the motor MG2 can be suppressed. The normal time required torque setting map will be described later.

  Next, the torque required for the vehicle is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b based on the input accelerator opening Acc, the vehicle speed V, and the required torque setting map for execution. The required torque Tr * to be set is set, and the required power Pe * required for the engine 22 is set (step S170). An example of a normal required torque setting map is shown in FIG. 4, and an example of a shift prohibiting required torque setting map is shown in FIG. In the embodiment, the normal required torque setting map has a predetermined relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr *, and the required torque Tr * is set up to the maximum vehicle speed of the vehicle. It is. The required torque setting map at the time of shifting prohibition can set the required torque Tr * until the vehicle speed V reaches the value Vset, but cannot set the required torque Tr * at a vehicle speed V higher than that. This value Vset is set as a vehicle speed lower than the vehicle speed V that is the upper limit number of rotations of the motor MG2 when the transmission 60 is in the Lo gear state. Therefore, when the required torque setting map at the time of shifting prohibition is used as the required torque setting map for execution and the required torque Tr * is set, the vehicle speed V is limited by the value Vset, and even if the accelerator pedal 83 is depressed, the vehicle speed V cannot exceed the value Vset. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotation speed Nr of the ring gear shaft 32a, the battery required power Pb *, and the loss Loss. The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by a conversion factor k, or can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the transmission 60.

  When the required torque Tr * and the required power Pe * are set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the operation line for operating the engine 22 efficiently and the set required power Pe *. (Step S180). FIG. 6 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, it is determined whether to change the gear state of the transmission 60 based on the vehicle speed V and the required torque Tr * required for the vehicle (step S190). The shift determination of the transmission 60 determines whether or not to perform a Lo-Hi shift that changes the transmission 60 from the Lo gear state to the Hi gear state based on the vehicle speed V and the required torque Tr * required for the vehicle. The determination is made by determining whether or not to perform a Hi-Lo shift in which the transmission 60 is changed from the Hi gear state to the Lo gear state based on the vehicle speed V and the required torque. An example of a shift map used for shift determination of the transmission 60 is shown in FIG. In the example of FIG. 7, when the transmission 60 is in the Lo gear state and the vehicle speed V increases beyond the Lo-Hi shift line Vhi, the transmission 60 is changed from the Lo gear state to the Hi gear state to change the speed. When the machine 60 is in the Hi gear state and the vehicle speed V decreases beyond the Hi-Lo shift line Vlo, the transmission 60 is changed from the Hi gear state to the Lo gear state. The vehicle speed Vhi compared with the vehicle speed V in step S140 is the vehicle speed of the Lo-Hi shift line Vhi.

  When it is determined that it is not necessary to shift according to the shift determination of the transmission 60 (step S200), the set target rotation speed Ne *, the rotation speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear 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 (1) using the ratio ρ, and the torque of the motor MG1 is calculated by the formula (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. Command Tm1 * is calculated (step S230). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 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. 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 multiplying the number Nm2 by the gear ratio Gr of the transmission 60 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 and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. 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)

  Subsequently, the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win, Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1 is calculated. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing by the rotational speed Nm2 of MG2 are calculated by the following equations (3) and (4) (step S240), and the required torque The temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated by using the Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S250), and the calculated torque limit The torque command T of the motor MG2 is obtained by limiting the temporary motor torque Tm2tmp with Tmin and Tmax. 2 * Set To (step S260). 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. 8 described above.

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

  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 S270), 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.

  On the other hand, when it is determined that it is necessary to shift according to the shift determination of the transmission 60 in step S190 (step S200), the shift prohibition flag F is checked (step S210), and when the shift prohibition flag F is 0, the transmission 60 An instruction to start the shift process for shifting the shift stage is output (step S220), the processes after step S230 are executed, and when the shift prohibition flag F is 1, the instruction to start the shift process is not output. Then, the processing after step S230 is executed. By determining whether or not an instruction to start the shift process is output based on the shift prohibition flag F, as described above, since the temperature Toil of the lubricating oil is less than the predetermined temperature Tref immediately after the system is started, the shift is prohibited. When the value 1 is set in the flag F, even if the temperature Toil of the lubricating oil is equal to or higher than the predetermined temperature Tref and the vehicle speed V is equal to or higher than the vehicle speed Vhi, the shift prohibition flag F is not reset to the value 0, so the shift process is not started. When the vehicle speed V reaches less than the vehicle speed Vhi, the shift prohibition flag F is set to a value of 0 and the shift process can be started.

  The shift process is performed by executing a shift process routine illustrated in FIG. Briefly described below. First, the gear direction switching direction of the transmission 60 is determined (step S300). At the time of shifting from the Lo gear state to the Hi gear state, the rotation of the motor MG2 after the shift using the following equation (6) based on the current rotational speed Nm2 of the motor MG2 and the gear ratios Glo and Ghi of the transmission 60. The number Nm2 * is calculated (step S310), the brake B2 is turned off (step S320), and the brake B1 is frictionally engaged (step S330). Then, after waiting for the rotation speed Nm2 of the motor MG2 to reach the vicinity of the rotation speed Nm2 * after the shift (steps S340 and S350), the brake B1 is completely turned on (step S360), and the transmission 60 used in the drive control is The gear ratio Ghi of the Hi gear is set to the gear ratio Gr (step S370), and the shift process routine is terminated. On the other hand, at the time of shifting from the Hi gear state to the Lo gear state, the motor MG2 after the shifting is performed using the following equation (7) based on the current rotational speed Nm2 of the motor MG2 and the gear ratios Glo and Ghi of the transmission 60. Is calculated (step S380), the brake B1 is turned off (step S390), and the motor MG2 waits for the rotation speed Nm2 to reach the vicinity of the rotation speed Nm2 * after the shift (steps S400 and S410). Then, the brake B2 is turned on (step S420), the gear ratio Glo of the Lo gear is set to the gear ratio Gr of the transmission 60 used in the drive control (step S430), and the shift processing routine is ended. FIG. 10 shows an example of a collinear diagram of the transmission 60. 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, in the Lo gear state, the brake B2 is on and the brake B1 is off. When the brake B2 is turned off from this state, the motor MG2 is disconnected from the ring gear shaft 32a, and a positive torque is output from the motor MG2 functioning as an electric motor. Here, when the brake B1 is frictionally engaged, the rotational speed Nm2 of the motor MG2 decreases. Then, when the rotational speed Nm2 of the motor MG2 becomes close to the rotational speed Nm2 * in the Hi gear state, the brake B1 can be switched from the friction engagement to the Hi gear state by completely turning on. Thus, the shift shock can be suppressed by turning on and off the brake B1 and the brake B2. In the Hi gear state, the brake B1 is on and the brake B2 is off. When the brake B1 is turned off from this state, the motor MG2 is disconnected from the ring gear shaft 32a. As described above, since the positive torque is output from the motor MG2 functioning as an electric motor, Will try to increase. Therefore, it is possible to switch to the Lo gear state by turning on the brake B2 after waiting until the rotation number Nm2 of the motor MG2 is close to the rotation number Nm2 * of the Lo gear state.

Nm2 * ＝ Nm2 ・ Ghi / Glo (6)
Nm2 * ＝ Nm2 ・ Glo / Ghi (7)

  Since the lubricating oil temperature Toil is less than the predetermined temperature Tref immediately after the system is started, the lubricating oil temperature Toil is when the vehicle speed V is higher than the vehicle speed Vhi in a state where the Lo-Hi shift of the transmission 60 is prohibited. Let us consider a case where the transmission 60 is subjected to Lo-Hi speed change in a state where the temperature becomes equal to or higher than the predetermined temperature Tref and the vehicle speed V is higher than the vehicle speed Vhi. At this time, when the brake B2 is turned off and the brake B1 is frictionally engaged, when the hydraulic pressure of the brake B1 or the brake B2 is low, the rotational speed Nm2 of the motor MG2 increases, In some cases, the upper limit rotational speed is exceeded. On the other hand, as in the embodiment, since the temperature Toil of the lubricating oil was less than the predetermined temperature Tref immediately after the system was started, the temperature Toil of the lubricating oil was set to the predetermined temperature while the Lo-Hi shift of the transmission 60 was prohibited. If the vehicle speed V is not less than the vehicle speed Vhi even if the vehicle speed V is equal to or higher than Tref, the value 0 is not set in the shift prohibition flag F. When the vehicle speed V exceeds the vehicle speed Vhi, the Lo-Hi shift of the transmission 60 is normally performed. Therefore, even when a slight timing shift or the hydraulic pressure of the brake B1 or the brake B2 is low, the rotational speed Nm2 of the motor MG2 does not exceed the upper limit rotational speed.

  According to the hybrid vehicle 20 of the above-described embodiment, the lubricating oil temperature Toil is less than the predetermined temperature Tref immediately after the system is started, so that the Lo-Hi shift of the transmission 60 is prohibited. Even if the temperature Toil is equal to or higher than the predetermined temperature Tref, if the vehicle speed V is not less than the vehicle speed Vhi, the value 0 is not reset unless the vehicle speed V is less than the vehicle speed Vhi. Inconveniences that occur in some cases, for example, torque shocks associated with fluctuations in driving force, or inconveniences such as excessive rotation of the motor MG2 can be avoided. Moreover, since the required torque Tr * is set so that the vehicle speed V does not exceed the value Vset when the Lo-Hi shift of the transmission 60 is prohibited, the motor MG2 is over-rotated when the vehicle speed V exceeds the value Vset. Inconvenience such as can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when the Lo-Hi shift of the transmission 60 is prohibited, the required torque Tr * is set so that the vehicle speed V does not exceed the value Vset. The vehicle speed V during the prohibition of the Hi shift may be limited at any vehicle speed.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 that can change gears with two speeds of Hi and Lo is used. However, the speed of the transmission 60 is not limited to two, but three or more. It is good also as this gear stage.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. Is shifted by a transmission 60 and 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). It is good.

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

  In the embodiment, the hybrid vehicle including the engine 22, the power distribution and integration mechanism 30, the motor MG1, the motor MG2, and the transmission 60 has been described. However, as illustrated in a vehicle 320 in a modified example of FIG. As long as the motor MG2 is connected to the drive wheels 39a and 39b, the vehicle may have any configuration.

  In the embodiment, the hybrid vehicle 20 having the power output device is described. However, the power output device may be mounted on a moving body such as a vehicle other than an automobile, a ship, an aircraft, or a non-moving facility such as a construction facility. It is good also as what incorporates a power output device in. Moreover, it does not interfere with the form of the control method of a power output device.

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

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. 4 is an explanatory diagram illustrating an example of a configuration of a transmission 60. FIG. 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 normal time required torque setting map. It is explanatory drawing which shows an example of the map for request | requirement torque setting at the time of a shift prohibition. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. 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 a flowchart which shows an example of a shift process routine. 4 is an explanatory diagram illustrating an example of a collinear diagram of the transmission 60. FIG. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 10 is a configuration diagram illustrating an outline of a configuration of a vehicle 320 according to a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b driving wheel, 39c, 39d wheel, 39e, 39f driven wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotation Position detection sensor, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61, 65 sun gear, 2,66 ring gear, 63a first pinion gear, 63b second pinion gear, 64, 68 carrier, 67 pinion gear, 69 temperature sensor, 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 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (5)

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 with input / output of power and power;
An electric motor that outputs power;
Transmission means connected to a power shaft for outputting power from the electric motor and the drive shaft, and transmitting power with a gear shift between the power shaft and the drive shaft;
A lubricating medium temperature detecting means for detecting a temperature of a lubricating medium for lubricating the transmission means;
When the detected temperature of the lubricating medium is lower than a predetermined temperature, shifting to a specific gear stage in the transmission unit is prohibited, and when the detected temperature of the lubricating medium is equal to or higher than the predetermined temperature, the transmission unit Shift prohibiting permission means for permitting shifting to the specific shift stage;
When shifting to the specific shift stage is prohibited by the shift prohibiting permission means, the rotational speed of the drive shaft is set to the electric motor's operation with respect to the operation of the operator without performing the shift to the specific shift stage. The internal combustion engine, the electric power power input / output means, and the power so as to output a driving force based on a required driving force obtained using a relationship that is less than or equal to a predetermined rotation number less than a rotation number corresponding to the upper limit rotation number to the drive shaft. When the shift to the specific shift stage is permitted from the state in which the shift to the specific shift stage is prohibited by the shift prohibiting permission unit by controlling the electric motor and the shift means, the shift to the specific shift stage is performed. Drive based on the requested driving force obtained based on the operation of the operator with the shift to the specific shift stage by canceling the prohibition of the shift to the specific shift stage when the condition of the shift is not established Force is output to the drive shaft And control means for controlling said internal combustion engine and the electric power-mechanical power input output mechanism and the motor and the speed change means such that,
A power output device comprising: 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 with input / output of power and power;
An electric motor that outputs power;
Transmission means connected to a power shaft for outputting power from the electric motor and the drive shaft, and transmitting power with a gear shift between the power shaft and the drive shaft;
A lubricating medium temperature detecting means for detecting a temperature of a lubricating medium for lubricating the transmission means;
When the detected temperature of the lubricating medium is lower than a predetermined temperature, shifting to a specific gear stage is prohibited in the transmission means, and the detected lubricating medium is prohibited in a state where shifting to the specific gear stage is prohibited. Shift prohibition canceling means for canceling prohibition of shifting to the specific shift stage when the temperature of the engine reaches the predetermined temperature or more and the condition for shifting to the specific shift stage is not established;
When the shift to the specific shift stage is prohibited by the shift prohibition canceling means, the rotational speed of the drive shaft is set to the upper limit of the electric motor for the operation of the operator without performing the shift to the specific shift stage. The internal combustion engine, the power power input / output means, and the electric motor so that a driving force based on a required driving force obtained using a relationship that is less than a predetermined rotational speed that is less than the rotational speed corresponding to the rotational speed is output to the drive shaft. And the shift means, and when the prohibition of shifting to the specific shift stage is released by the shift prohibition releasing means, the shift to the specific shift stage is accompanied by a shift by the operator. Control means for controlling the internal combustion engine, the power drive input / output means, the electric motor, and the speed change means so that a drive force based on the required drive force is output to the drive shaft;
A power output device comprising: The power output device according to claim 1 or 2 ,
The transmission means is a two-speed transmission,
The specific shift stage is a speed-up side shift stage. A vehicle comprising the power output device according to any one of claims 1 to 3 and an axle connected to the drive shaft. An internal combustion engine and an electric power input / output means connected to an output shaft and a 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 with input / output of electric power and power When the shift for transmitting an electric motor that outputs power, the power with a gear shifting between said from the motor and power shaft to which power is output to the connected to the drive shaft the power shaft and the drive shaft A power output device control method comprising:
Specific operation with a specific shift operation without shifting to the particular gear position irrespective of the condition of the shift to the gear position in the transmission means when the temperature is lower than a predetermined temperature of the lubricating medium to lubricate the speed change means A driving force based on a required driving force obtained by using a relationship in which the rotation speed of the drive shaft is less than a predetermined rotation speed corresponding to the upper limit rotation speed of the electric motor in response to a user's operation is applied to the drive shaft The internal combustion engine, the electric power drive input / output means, the electric motor, and the speed change means are controlled so as to be output, and when the temperature of the lubricating medium reaches from the lower temperature to the predetermined temperature, the speed change condition is satisfied. so that the specific release the shift operation based on the required driving force obtained based on the operator's operation with the shift to said specific gear driving force when not satisfied state is output to the drive shaft Above Controlling a combustion engine and the electric power-mechanical power input output mechanism and the motor and the speed change unit,
A control method for a power output apparatus.

Images