JP4299287B2 - VEHICLE, ITS CONTROL METHOD, AND VEHICLE DRIVE DEVICE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly change the shift level of a transmission while correcting a power to be output from an internal combustion engine in a vehicle equipped with both an internal combustion engine which outputs a power to an axle side and a motor which outputs a power through the transmission to the axle side. <P>SOLUTION: When changing the shift level of a transmission, the factor of the operation point of an engine to be performed before speed change is determined, and a correction rate Prt for determining change speed when changing the operation point of the engine according to the determined change factor or a delay time D as a standby time until the changed status is settled is set (S310 to S340), and the change of the operation point of the engine is operated by using the set correction rate Prt and the delay time D, and the change of the shift level of the transmission is operated. Thus, it is possible to more properly achieve speed change according to the change factor of the operation point of the engine. <P>COPYRIGHT: (C)2007,JPO&amp;INPIT

Description

  The present invention relates to a vehicle, a control method thereof, and an in-vehicle drive device.

Conventionally, this type of vehicle includes a vehicle equipped with an internal combustion engine that can output power to the axle and an electric motor that outputs power to the axle via a transmission. A device for correcting the power to be output has been proposed (see, for example, Patent Document 1). In this vehicle, the shift shock that may occur when shifting the transmission is reduced by correcting the power output from the internal combustion engine when shifting the transmission.
Japanese Patent Laid-Open No. 2004-203220

  As in the above-described vehicle, it is possible to reduce a shift shock when shifting the transmission by correcting the power output from the internal combustion engine. However, depending on the state of the vehicle, the power output from the internal combustion engine may be corrected. There is a case in which the gear shift of the transmission is not completed even when the gear shift of the transmission is to be completed by waiting for the transmission to be completed completely. In order to avoid this, it is conceivable to start shifting the transmission while the power output from the internal combustion engine is being corrected. In this case, however, the motor may over-rotate.

  A vehicle, a control method therefor, and an in-vehicle drive device according to the present invention include a vehicle including an internal combustion engine that outputs power to the axle side and an electric motor that outputs power via a transmission to the axle side, and the vehicle together with the internal combustion engine. An object of the mounted drive device is to more appropriately shift the speed of the transmission when changing the speed of the transmission with correction of power output from the internal combustion engine.

  The vehicle, the control method thereof, and the in-vehicle drive device of the present invention employ the following means in order to achieve the above-described object.

The vehicle of the present invention
An internal combustion engine;
An electric power input device that is connected to a first axle that is one of the axles of the vehicle and an output shaft of the internal combustion engine and that can input and output power to and from the first axle and the output shaft with input and output of electric power and power. Output means;
An electric motor that can input and output power;
Transmission means having a plurality of shift stages connected to a second axle which is either the first axle or an axle different from the first axle, and a rotating shaft of the electric motor;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
A required driving force setting means for setting a required driving force required for traveling;
When shifting the gear stage of the transmission means with a change in the operating state of the internal combustion engine, the internal combustion engine is driven based on a change factor of the operating state of the internal combustion engine while traveling with a driving force based on the set required driving force. Control means for controlling the internal combustion engine, the power drive input / output means, the electric motor, and the speed change means so as to change the operating state of the engine to change the speed of the speed change means;
It is a summary to provide.

  In the vehicle according to the present invention, when shifting the speed stage of the speed change means with a change in the operating state of the internal combustion engine, the operating state of the internal combustion engine is changed while traveling with a driving force based on the required driving force required for traveling. The internal combustion engine, the electric power drive input / output means, the electric motor, and the speed change means are controlled so that the operating state of the internal combustion engine is changed based on the factors to change the speed of the speed change means. As a result, the operating state can be changed in accordance with the change factor of the operating state of the internal combustion engine to change the speed of the speed change means, and the speed change of the speed change means can be performed more appropriately.

  In such a vehicle of the present invention, the control means travels with a driving force based on the set required driving force with the power consumption by the power power input / output means and the power generation by the motor as the change factor. A first change factor that is a change in the operating state of the internal combustion engine that is performed to cancel the power generation of at least the motor from a state in which the motor is in operation and shift to a state that travels by a driving force based on the set required driving force; A change in the operating state of the internal combustion engine that is performed in order to eliminate charging of the power storage means from a state in which the power storage means is traveling while being driven by a driving force based on the set required driving force while the accelerator is off. The second change factor, and the storage unit that is performed when the shift stage of the transmission unit is upshifted so that the power storage unit is not overcharged. It is a means for changing the degree of change in the operating state of the internal combustion engine based on a plurality of changing factors including any one of the third changing factor that is a change in the operating state of the combustion engine. You can also.

  The vehicle of the present invention in a mode in which the degree of change in the operating state of the internal combustion engine is changed based on a plurality of change factors including any one of the first change factor, the second change factor, and the third change factor. The degree of change of the operating state of the internal combustion engine may be the change speed of the operating state of the internal combustion engine. In this case, the control means changes the operating state of the internal combustion engine using a change speed that increases in the order of the first change factor, the second change factor, and the third change factor as the change speed. It can also be a means to do.

  Further, according to the present invention, the degree of change in the operating state of the internal combustion engine is changed based on a plurality of change factors including any one of the first change factor, the second change factor, and the third change factor. In the vehicle, the degree of change in the operating state of the internal combustion engine may be a waiting time until the change in the operating state of the internal combustion engine settles. In this case, the control means changes the operating state of the internal combustion engine using the waiting time that becomes shorter in the order of the first changing factor, the second changing factor, and the third changing factor as the waiting time. It can also be a means to do.

  Further, in the vehicle of the present invention, the power input / output means is connected to three axes of the first axle, the output shaft of the internal combustion engine, and a rotatable third shaft, and any two of the three shafts. A three-axis power input / output means for inputting / outputting power to the remaining shaft based on the power input / output to / from the power generator, and a generator capable of inputting / outputting power to / from the third shaft. You can also.

The drive device of the present invention is
A drive device mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means,
The first axle and the output shaft are connected to a first axle, which is any axle of the vehicle and capable of exchanging electric power with the power storage means, and connected to an output shaft of the internal combustion engine, with input and output of electric power and power. Power input / output means capable of inputting / outputting power to
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power;
Transmission means having a plurality of shift stages connected to a second axle which is either the first axle or an axle different from the first axle, and a rotating shaft of the electric motor;
When shifting the shift stage of the transmission means with a change in the operating state of the internal combustion engine, the vehicle is driven by a driving force based on the required driving force required for traveling, based on the change factor of the operating state of the internal combustion engine. Control means for controlling the power drive input / output means, the electric motor, and the speed change means so as to change the operating state of the internal combustion engine to change the speed of the speed change means;
It is a summary to provide.

  In this drive device of the present invention, when shifting the speed stage of the speed change means with a change in the operating state of the internal combustion engine, the operating state of the internal combustion engine is maintained while traveling with the driving force based on the required driving force required for traveling. The electric power input / output means, the electric motor, and the speed change means are controlled so that the operating state of the internal combustion engine is changed based on the change factor to shift the speed of the speed change means. As a result, the operating state can be changed in accordance with the change factor of the operating state of the internal combustion engine to change the gear position of the speed change means, and the speed change of the speed change means can be performed more appropriately.

The vehicle control method of the present invention includes:
Connected to the internal combustion engine, the first axle which is one of the axles of the vehicle, and the output shaft of the internal combustion engine, and can input and output power to the first axle and the output shaft with input and output of electric power and power A plurality of electric power motive power input / output means, an electric motor capable of inputting / outputting motive power, and a second axle which is either the first axle or an axle different from the first axle and a rotating shaft of the electric motor. And a power storage means capable of exchanging electric power with the electric power input / output means and the electric motor.
When shifting the shift stage of the transmission means with a change in the operating state of the internal combustion engine, the vehicle is driven by a driving force based on the required driving force required for traveling, based on the change factor of the operating state of the internal combustion engine. The operation state of the internal combustion engine is changed to control the internal combustion engine, the electric power drive input / output unit, the electric motor, and the transmission unit so that the shift stage of the transmission unit is changed.

  In this vehicle control method according to the present invention, when shifting the gear position of the speed change means with a change in the operating state of the internal combustion engine, the internal combustion engine is operated while traveling with a driving force based on the required driving force required for traveling. The internal combustion engine, the electric power drive input / output means, the electric motor, and the speed change means are controlled so that the operation state of the internal combustion engine is changed based on the state change factor to shift the speed of the speed change means. As a result, the operating state can be changed in accordance with the change factor of the operating state of the internal combustion engine to change the gear position of the speed change means, and the speed change of the speed change means can be performed more appropriately.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a drive device as 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 connected to the mechanism 30 and capable of generating power, a motor MG2 connected to the power distribution and integration mechanism 30 via the transmission 60, and a brake for controlling the brakes of the drive wheels 39a and 39b and the driven wheels (not shown). An actuator 92 and a hybrid electronic control unit 70 that controls the entire drive system of the vehicle are provided.

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

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 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 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 brake actuator 92 has a braking torque corresponding to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 90 and the vehicle speed V generated in response to the depression of the brake pedal 85. The brake wheel cylinders 96a to 96d are adjusted so as to act on the driven wheels 39b and the driven wheels (not shown), and the braking torques are applied to the drive wheels 39a and 39b and the driven wheels regardless of the depression of the brake pedal 85. The hydraulic pressures of 96a to 96d can be adjusted. The brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94. The brake ECU 94 inputs signals such as a wheel speed from a wheel speed sensor (not shown) attached to the drive wheels 39a and 39b and the driven wheel and a steering angle from a steering angle sensor (not shown) through a signal line (not shown). When the driver depresses the brake pedal 85, an anti-lock brake system function (ABS) that prevents any of the driving wheels 39a, 39b or the driven wheels from slipping due to locking, or when the driver depresses the accelerator pedal 83 Traction control (TRC) for preventing any one of the drive wheels 39a and 39b from slipping due to idling, posture holding control (VSC) for holding the posture while the vehicle is turning, and the like are also performed. The brake ECU 94 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 92 by a control signal from the hybrid electronic control unit 70, and the data regarding the state of the brake actuator 92 is used for the hybrid as necessary. Output to the electronic control unit 70.

  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 an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84 to be detected, the brake position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. ing. 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, the battery ECU 52, and the brake ECU 94 via a communication port. The hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the brake ECU 94 with various types. Control signals and data are exchanged.

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

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

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts from the accelerator pedal position Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86, and the vehicle speed sensor 88. Necessary for control such as vehicle speed V, engine speed Ne, motor MG1, MG2 speed Nm1, Nm2, charge / discharge required power Pb *, remaining capacity of battery 50 (SOC), battery 50 input / output limits Win, Wout A process of inputting correct data is executed (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input from the engine ECU 24 by communication. Further, 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. It was supposed to be. 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 remaining capacity (SOC) of the battery 50 is calculated from the integrated value of the charge / discharge current flowing through the battery 50 and is input from the battery ECU 52 by communication. The input / output limits Win and Wout of the battery 50 set the basic values of the input / output limits Win and Wout as the allowable maximum charge power and maximum discharge power based on the battery temperature Tb, and the remaining capacity (SOC) of the battery 50 is set. ), The output restriction correction coefficient and the input restriction correction coefficient are set, and the basic value of the set input / output restrictions Win and Wout is multiplied by the correction coefficient to set the input / output restrictions Win and Wout.

  When the data is input in this way, the torque required for the vehicle is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b based on the input accelerator opening Acc, brake pedal position BP, and vehicle speed V. The power demand torque Tr * is set (step S110), and it is determined whether or not the set demand torque Tr * is equal to or greater than 0, that is, whether the torque is a driving torque for acceleration or a braking torque for deceleration. (Step S120). Here, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, and the required torque Tr * in the embodiment. When the accelerator opening Acc, the brake pedal position BP, and the vehicle speed V are given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map. Whether the required torque Tr * is a driving torque for acceleration or a braking torque for deceleration is basically determined because power from the engine 22 is not required when outputting braking torque for deceleration. It is.

  When the required torque Tr * is a driving torque for acceleration, the engine 22 outputs the sum of the set required torque Tr * and the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb *, and the loss Loss. The required power Pe * to be set is set (step S130), and the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S160). 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 *).

  On the other hand, when the required torque Tr * is a braking torque for deceleration, it is determined whether or not a charging request for the battery 50 is made by determining whether or not charging power is set in the charging / discharging required power Pb *. (Step S140) When the charge request is made, the required power Pe * to be output from the engine 22 is set as the sum of the charge / discharge required power Pb * and the loss Loss (Step S150), and the set required power Pe Based on *, the target rotational speed Ne * and target torque Te * of the engine 22 are set (step S160). When no charge request is made in step S140, the engine 22 is instructed to cut fuel (step S170), and the target rotational speed Ne * of the engine 22 is set based on the vehicle speed V (step S180). Here, with respect to the target rotational speed Ne * of the engine 22, in the embodiment, a larger rotational speed is set as the vehicle speed V increases so that a so-called engine brake corresponding to the vehicle speed V is applied. May be set.

  Thus, when the target speed Ne * of the engine 22 is set, the torque command Tm1 * of the motor MG1 is calculated and set by the following equation (1) so that the engine 22 rotates at the set target speed Ne *. Torque command Tm1 * is transmitted to motor ECU 40 (step S190). Here, Expression (1) is a relational expression in feedback control for rotating the engine 22 at the target rotational speed Ne *. In Expression (1), “k1” in the second term on the right side is a gain of a proportional term. Yes, “k2” in the third term on the right side is the gain of the integral term. The motor ECU 40 that has received the torque command Tm1 * performs switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *.

  Tm1 * = previous Tm1 * + k1 (Ne * −Ne) + k2∫ (Ne * −Ne) dt (1)

  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 rotation speed Nm2 of MG2 are calculated by the following equations (2) and (3) (step S200), 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 S210), and the calculated torque limit The torque command T of the motor MG2 is limited to the temporary motor torque Tm2tmp by Tmin and Tmax. The torque command Tm2 * is set with set to 2 * sends to the motor ECU 40 (step S220). Receiving the torque command Tm2 *, the motor ECU 40 performs switching control of the switching element of the inverter 42 so that the motor MG2 is driven by the torque command Tm2 *. 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. FIG. 6 shows a nomographic chart showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the required torque Tr * is the driving torque for acceleration, and the required torque Tr * is decelerated. FIG. 7 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating element of the power distribution and integration mechanism 30 when the braking torque is for the purpose. 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. Two thick arrows on the R axis in FIG. 6 indicate that the 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. And the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. Two thick arrows on the R axis in FIG. 7 indicate the engine 22 by the motor MG1. The torque transmitted to the ring gear shaft 32a when motoring the motor at the target rotational speed Ne * and the torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60 are shown. Equation (4) can be easily derived from the alignment chart of FIG. 6 or FIG.

Tmin ＝ (Win−Tm1 * ・ Nm1) / Nm2 (2)
Tmax ＝ (Wout−Tm1 * ・ Nm1) / Nm2 (3)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)

  Subsequently, it is determined whether or not there is a shift request (step S230). The shift request is performed by a shift request execution process (not shown) 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. If any shift is performed by determining whether or not to perform Hi-Lo shift to change the transmission 60 from the Hi gear state to the Lo gear state based on the determination of whether or not the vehicle speed V and the required torque. Performed when determined. An example of the shift map for making a shift request is shown in FIG. In the example of FIG. 8, when the transmission 60 is in the Lo gear state and the vehicle speed V 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. When there is no such speed change request, the drive control routine is finished here.

  On the other hand, when there is a shift request, a correction coefficient is set that determines the speed, waiting time, etc. of the change when the correction for changing the operating point of the engine 22 is performed prior to the shift of the shift stage of the transmission 60 (step S240). In the embodiment, the correction coefficient is set by a correction coefficient setting process illustrated in FIG. In the correction coefficient setting process, a change factor of the operating point of the engine 22 is determined (step S300). In the embodiment, as a change factor of the operating point of the engine 22, power running control by reverse rotation of the motor MG1 and regenerative control by forward rotation of the motor MG2 are performed, and a part of the power output from the motor MG1 is supplied by the motor MG2. In order to cancel the reverse power running state as the state of power-power-power-power circulation (power circulation) that is regenerated and supplied to the motor MG1, the operating point of the engine 22 is changed in order to shift the speed of the transmission 60. When changing, coasting charging in which the battery 50 is charged by generating power using the power from the engine 22 in response to a request for charging the battery 50 with a slight braking force applied by turning off the accelerator while traveling is canceled If the operating point of the engine 22 is changed to change the speed of the transmission 60, the speed of the transmission 60 is increased. In order to avoid receiving an input limitation of the battery 50 due to the power balance approaching to the side where the battery 50 is charged when shifting, an upshift Wout approaching the power balance toward the discharge side of the battery 50 is performed. A case where the operating point of the engine 22 is changed so as to change the speed of the gears can be mentioned. FIG. 10 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating element of the power distribution and integration mechanism 30 in the reverse power running state. FIG. FIG. 11 is a collinear diagram showing the dynamic relationship between the rotational speed and the torque. In the reverse power running state (power circulation state), as shown in FIG. 10, a part of the motive power output from the motor MG1 and the engine 22 and acting on the ring gear shaft 32a as the drive shaft is regenerated as electric power by the motor MG2. The supplied electric power is supplied to the upstream motor MG1. In this state, since the braking torque is output from the motor MG2, in this state, it is more effective to shift the speed of the transmission 60 after releasing the braking torque of the motor MG2 than to shift the speed of the transmission 60. Can be performed quickly and smoothly. In the embodiment, for this purpose, as shown in FIG. 11, the operating point of the engine 22 is changed so that the torque output from the engine 22 and the motor MG1 and acting on the ring gear shaft 32a matches the required torque Tr *. Cancel the reverse running state. That is, the operating point of the engine 22 is changed so that the target torque Te * of the engine 22 is (1 + ρ) times the required torque Tr * (Te * = (1 + ρ) · Tr *). FIG. 12 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotating elements of the power distribution integration mechanism 30 in the charging state during coasting, and FIG. 12 shows the rotation of the power distribution integration mechanism 30 in the state where charging during the coasting is eliminated. FIG. 13 shows a collinear diagram showing the dynamic relationship between the rotational speed and torque in the element. As shown in FIG. 12, the charging at the time of coasting regenerates the power from the engine 22 by the motor MG1 and the motor MG2 and outputs the braking torque required when the accelerator is off from the motor MG2. In this state, since the braking torque of the motor MG2 is large, it is faster to change the speed of the transmission 60 than to reduce the braking torque of the motor MG2 before shifting the speed of the transmission 60 in this state. Can be done smoothly. In the embodiment, for this purpose, as shown in FIG. 13, the engine 22 is operated in a so-called self-sustained operation without outputting torque at the rotation speed. The torque is set to a value of 0 and charging during coasting is eliminated. FIG. 14 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotating element of the power distribution and integration mechanism 30 before and after the upshift Wout. In the figure, the solid line is a collinear before the upshift Wout is aligned, and the broken line is a collinear after the upshift Wout is aligned. When the transmission 60 is upshifted in a state where acceleration torque is output, the battery 50 is caused by sensing delay of the motor MG2, torque reduction of the motor MG2, and depression of the motor MG1 for eliminating torque drop during gear shifting. The power balance will be closer to the charging side. For this reason, in the embodiment, the amount of power balance is calculated in advance, and the power balance is shifted to the side where the battery 50 is discharged by that amount, that is, the power output from the engine 22 is correspondingly increased. By making the correction small, the drive of the motor MG1 and the motor MG2 is prevented from being restricted by the input restriction of the battery 50 during the shift of the shift stage of the transmission 60. FIG. 15 shows the operating points of the engine 22 before and after the upshift Wout. In the figure, the solid line is a curve with a constant required power Pe * before the upshift Wout shift, and the broken line is a curve with a constant required power Pe * after the upshift Wout shift. As shown in FIGS. 14 and 15, by reducing both the target rotational speed Ne * and the target torque Te * of the engine 22, the power balance can be changed to the side where the battery 50 is discharged. In step S300 of the correction coefficient setting process, a factor for changing the operating point of the engine 22 to be performed before the shift of the shift stage of the transmission 60 is determined.

  Thus, when the change factor of the operating point of the engine 22 is determined and the change factor is elimination of the reverse power running, the value P1 is set to the correction rate Prt used at the time of correction and the waiting time until the corrected state is settled. A value D1 is set for the delay time D (step S310), and when the change factor is cancellation of charging during coasting, a value P2 larger than the value P1 is set for the correction rate Prt and a value smaller than the value D1 is set for the delay time D. D2 is set (step S320), and when the change factor is to shift upshift Wout, the correction rate Prt is set to a value P3 larger than the value P2 and the delay time D is set to a value D3 smaller than the value D2 (step S320). S330), whether the change factor is cancellation of reverse powering, cancellation of coasting charging, or upshift Wout If stomach sets the normal value D4 to the delay time D sets the normal value P4 on the correction rate Prt (Step S340), the process ends. Here, the values P1 to P3 set to the correction rate Prt have a relationship of P1 <P2 <P3, and the values D1 to D3 set to the delay time D have a size of D1> D2. > D3. This is because there is no reason to immediately perform the shift when shifting the speed of the transmission 60 with the cancellation of the reverse power running, and it is desirable that the speed change be performed after canceling the reverse power running even if it is slow. This is because a small correction rate Prt and a delay time D that is a long waiting time are preferable. When shifting the gear stage of the transmission 60 with the cancellation of charging during coasting, the shift is completed before the vehicle stops. This is because a relatively large correction rate Prt and a delay time D with an appropriate waiting time are preferable. When the shift stage of the transmission 60 is shifted with an upshift Wout, the motor MG2 is used. Since it is desirable to shift the speed quickly so that the motor does not overspeed, a large correction rate Prt and a delay with a short waiting time And a D because preferred. Note that the values P1 to P3 and the values D1 to D3 can be obtained by experiments and the like in consideration of the characteristics of the engine 22, the characteristics of the transmission 60, and the like.

  Returning to the drive control routine of FIG. When the correction rate Prt and the delay time D are thus set by the correction coefficient setting process, the correction process for changing the operating point of the engine 22 is executed using the set correction rate Prt and the delay time D (step S250). The correction process is executed by a correction process routine illustrated in FIG. In the correction processing routine, first, the corrected power Pch, the corrected rotation speed Nch, and the corrected torque Tch as the corrected power, rotation speed, and torque of the engine 22 are set as necessary (step S400). When canceling the reverse power running, the correction torque Tch is set by Tch = (1 + ρ) · Tr *, and when canceling the coast charge, the engine speed Ne at that time is set as the correction engine speed Nch and the value 0 Is set to the correction torque Tch, and when the upshift Wout is approached, the output of the power applied to the input limit Wout of the battery 50 and the charge / discharge required power Pb * by the amount by which the power balance approaches the side to charge the battery 50 due to the upshift The value obtained by multiplying the required torque Tr * by the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb *, and the loss Loss is corrected using the value on the side as the new required charge / discharge power Pb *. It is set as power Pch. Then, only the rate value based on the correction rate Prt in which the required power Pe *, the target rotational speed Ne *, and the target torque Te * are set is changed to the side where the operating point of the engine 22 is changed (step S410), and the changed values are used. The torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted to the motor ECU 40 by the same process as the process of steps S190 to S220 of the drive control routine of FIG. 3 (steps S420 to S450), and the corresponding request It is determined whether or not the power Pe *, the target rotational speed Ne *, and the target torque Te * have reached the corrected power Pch, the corrected rotational speed Nch, and the corrected torque Tch (step S460), and the corresponding required power Pe * and target rotational speed. Ne * and target torque Te * reach the correction power Pch, the correction rotation speed Nch, and the correction torque Tch. In the process is repeated step S410~S460. Here, the rate value based on the correction rate Prt is a value calculated by Trt = Prt / Ne when canceling reverse power running, and a value calculated by Trt = Prt / Ne when charging during coasting is canceled. Yes, the correction rate Prt is set at the time of upshift Wout. When the corresponding required power Pe *, target rotational speed Ne *, and target torque Te * reach the corrected power Pch, the corrected rotational speed Nch, and the corrected torque Tch, the system waits for the set delay time D (step S470), and corrects it. The processing routine ends. By executing such a correction process routine, it is possible to execute the correction process at a change speed and a waiting time according to a change factor of the operating point of the engine 22.

  When the correction process is completed, a shift process for shifting the gear position of the transmission 60 is executed (step S260), and the drive control routine is terminated. The shift process is executed by a shift process routine illustrated in FIG. 17 in the embodiment. In this shift processing routine, first, the shift of the shift stage of the transmission 60 is a Lo-Hi shift for changing from the Lo gear state to the Hi gear state, or a Hi-Lo shift for changing from the Hi gear state to the Lo gear state. Is determined (step S500). This determination can be made by determining whether the vehicle speed V has increased beyond the Lo-Hi shift line Vhi or the vehicle speed V has decreased beyond the Hi-Lo shift line Vlo in the shift map of FIG. .

  In the Lo-Hi shift, Lo-Hi pre-processing is executed when pre-processing is required before the Lo-Hi shift (steps S510 and S520). Here, as Lo-Hi pre-processing, when the torque output from the motor MG2 is large, a shift shock occurs during the Lo-Hi shift, or when the Hi-Lo shift cannot be performed smoothly, the motor MG2 For example, a torque down process for reducing the output torque to a torque that can smoothly perform the Lo-Hi shift can be used. In the shift of the shift stage of the transmission 60 that is accompanied by elimination of the reverse rotation power running, the torque from the motor MG2 has a value of 0, and thus such preprocessing is not necessary. The shift of the gear stage of the transmission 60 accompanied by the cancellation of the charging at the time of the coasting is a Hi-Lo shift unless it is a steep and long downhill, and thus is not an object of the Lo-Hi shift. In the shift of the transmission stage of the transmission 60 accompanied by the upshift Wout, the torque of the motor MG2 described above is reduced when the accelerator pedal 83 is largely depressed. When the torque of motor MG2 is reduced, the torque output to ring gear shaft 32a as the drive shaft is reduced accordingly. For this reason, an increase in torque from the engine 22 or an increase in torque from the motor MG1 is performed as the torque of the motor MG2 decreases.

  When Lo-Hi preprocessing is not required or after Lo-Hi preprocessing is performed, the speed is changed using the following equation (5) based on the current rotational speed Nm2 of the motor MG2 and the gear ratios Glo and Ghi of the transmission 60. The rotation speed Nm2 * of the subsequent motor MG2 is calculated (step S530). Then, in order to turn on the brake B1 of the transmission 60 with friction engagement and to turn off the brake B2, a hydraulic sequence for a hydraulic drive actuator (not shown) of the transmission 60 is started (step S540). FIG. 18 shows an example of a collinear diagram of the transmission 60 during the Lo-Hi shift and the Hi-Lo shift, and FIG. 19 shows an example of a hydraulic sequence of the Lo-Hi shift. In FIG. 18, the S1 axis indicates the rotation speed of the sun gear 61 of the double pinion planetary gear mechanism 60a, and the R1 and R2 axes indicate the rotation 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 rotation 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 rotation speeds of the ring gear shaft 32a, and the S2 axis indicates the rotation of the motor MG2. The number of rotations 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. In FIG. 19, the hydraulic pressure command for the brake B1 is large immediately after the start of the sequence, which is a fast fill for filling the cylinder with oil before the engagement force is applied to the brake B1.

  Nm2 * ＝ Nm2 ・ Ghi / Glo (5)

  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 S550 and S560), the brake B1 is completely turned on to end the hydraulic sequence (step S570) and drive control The gear ratio Ghi of the Hi gear is set to the gear ratio Gr of the transmission 60 used in (Step S580), and when the Lo-Hi preprocessing is performed, the Lo-Hi returning process is performed as the reverse returning process (Step S580). (S590, S600), the shift process is terminated.

  If it is determined in step S500 that the Hi-Lo shift is in progress, Hi-Lo pre-processing is executed when pre-processing is required before the Hi-Lo shift (steps S610 and S620). Here, as the Hi-Lo pre-processing, the braking torque output from the motor MG2 and the braking force applied to the vehicle by motoring the engine 22 by the motor MG1 are driven by the brake wheel cylinders 96a to 96d. 39a, 39b and a torque replacement process for replacing the brake torque to be applied to the driven wheel. In the shift of the shift stage of the transmission 60 that is accompanied by elimination of the reverse rotation power running, the torque from the motor MG2 has a value of 0, and thus such preprocessing is not necessary. In shifting at the shift stage of the transmission 60 accompanied by elimination of charging during coasting, since the braking torque is output from the motor MG2, torque replacement processing for replacing the braking torque with the braking torque is performed. Since the shift of the shift stage of the transmission 60 accompanied by the upshift Wout is the Lo-Hi shift, the pre-processing for the Hi-Lo shift is not applicable. In this torque replacement process, the braking torque applied to the driving wheels 39a and 39b and the driven wheels by the brake wheel cylinders 96a to 96d is applied by the motoring of the braking torque or the motor MG1 applied by the motor MG2. However, since this processing does not form the core of the present invention, further detailed description is omitted.

  When the Hi-Lo pre-processing is not necessary or after the Hi-Lo pre-processing, the current rotation speed Nm2 of the motor MG2 and the gear ratio Glo at the state of the Lo gear of the transmission 60 and the state of the Hi gear The target rotational speed Nm2 * as the rotational speed of the motor MG2 when the transmission 60 is changed from the Hi gear state to the Lo gear state by using the gear ratio Ghi at the time is calculated by the following equation (6). (Step S630), in order to turn off the brake B1 of the transmission 60 and turn on the brake B2, a hydraulic sequence for the hydraulic drive actuator of the transmission 60 is started (Step S640). FIG. 20 shows an example of a hydraulic pressure sequence when the transmission 60 is shifted from the Hi gear state to the Lo gear state. In the drawing, the hydraulic pressure command for the brake B2 is large immediately after the start of the sequence, which is a fast fill for filling the cylinder with oil before the engagement force is applied to the brake B2.

  Nm2 * = Nm2 ・ Glo / Ghi (6)

  Then, after waiting for the rotation speed Nm2 of the motor MG2 to synchronize with the rotation speed after rotation (target rotation speed) Nm2 * (steps S650 and S660), the brake B2 is completely turned on and the hydraulic pressure sequence is ended (step S650). S670), the gear ratio Glo in the Lo gear state is set to the gear ratio Gr of the transmission 60 (step S680), and when the Hi-Lo preprocessing is performed, the Hi-Lo return processing is performed as the reverse return processing. (Steps S690 and S700), the shift process is terminated. In the Hi-Lo shift, after the hydraulic sequence is started, the rotation speed of the motor MG2 is controlled so that the rotation speed Nm2 becomes the rotation speed after rotation (target rotation speed) Nm2 *. The illustration and description are omitted.

  According to the hybrid vehicle 20 of the embodiment described above, when changing the speed of the transmission 60, a factor for changing the operating point of the engine 22 to be performed before the gear change is determined, and the engine is determined according to the determined change factor. The correction rate Prt for determining the change speed when changing the operation point 22 and the delay time D that is a waiting time until the change is settled are set to change the operation point of the engine 22 to change the transmission 60. Therefore, the shift according to the change factor of the operating point of the engine 22 can be performed. As a result, the gear shift of the transmission 60 can be performed more appropriately and smoothly.

  In the hybrid vehicle 20 of the embodiment, the shift process is executed after the correction process for changing the operation point of the engine 22 is performed, but before the correction process is completed depending on how the delay time D is set. Alternatively, the shifting process may be started. In this case, the correction process, the Lo-Hi pre-process, and the Hi-Lo pre-process need only be completed before the fast fill in the hydraulic sequence is completed.

  In the hybrid vehicle 20 of the embodiment, in order to change the operating point of the engine 22 to be performed before shifting the shift stage of the transmission 60, the reverse power running state is canceled and the shift stage of the transmission 60 is shifted. When changing the operating point of the engine 22, when changing the operating point of the engine 22 in order to cancel the coasting charge and shift the gear position of the transmission 60, an upshift Wout shift is performed to change the speed of the transmission 60. In the case of changing the operating point of the engine 22 so as to change the gear speed, the following three are given. However, any of these factors may not be used, or other factors may be used. Good.

  In the hybrid vehicle 20 of the embodiment, the correction rate Prt for determining the change speed when the operation point of the engine 22 is changed according to the factor of the change of the operation point of the engine 22 to be performed before shifting, and the state after the change are settled. The delay time D, which is the waiting time until, is set, but the correction rate Prt is set according to the change factor of the operating point of the engine 22, but the delay time D is the change factor of the operating point of the engine 22. Regardless of whether the delay time D is set according to the change factor of the operating point of the engine 22, the correction rate Prt is set as the change factor of the operating point of the engine 22. Regardless, a constant rate value may be used.

  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 shifted by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. To be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 21) 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.

  Although the embodiment has been described as a form of the hybrid vehicle 20, it may be a form of a drive device mounted on the vehicle together with an engine and a chargeable / dischargeable battery. Moreover, it is good also as a form of the control method of vehicles, such as the hybrid vehicle 20, and the control method of a drive 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 a power output device, a driving device, a vehicle manufacturing industry, and the like.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a drive device as one embodiment of the present invention. 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 map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship of the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when request torque Tr * is a driving torque for acceleration. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when required torque Tr * is braking torque for deceleration. It is explanatory drawing which shows an example of the shift map. It is a flowchart which shows an example of a correction coefficient setting process. It is explanatory drawing which shows an example of the alignment chart which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 of a reverse power running state. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 of the state which eliminated the reverse power running state. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 of the state of charge at the time of coast. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship of the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 of the state which eliminated the charge at the time of coasting. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 in the state before and after the upshift Wout. It is explanatory drawing which shows an example of the mode of the operating point of the engine 22 before and behind upshift Wout. It is a flowchart which shows an example of a correction process routine. It is a flowchart which shows an example of a shift process routine. It is explanatory drawing which shows an example of the alignment chart of the transmission 60 in the case of Lo-Hi shift and Hi-Lo shift. It is explanatory drawing which shows an example of the hydraulic sequence in the hydraulic circuit which drive-controls brake B1, B2 of the transmission 60 in the case of Lo-Hi speed change. It is explanatory drawing which shows an example of the hydraulic sequence in the hydraulic circuit which drive-controls brake B1, B2 of the transmission 60 in the case of a Hi-Lo shift. 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, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft, 33 Pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery 52, 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, 3a 1st pinion gear, 63b 2nd pinion gear, 64, 68 carrier, 67 pinion gear, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 brake master cylinder, 92 brake actuator, 94 brake electronic control unit (brake ECU), 96a-96d brake wheel cylinder, 230 pairs Rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (8)

An internal combustion engine;
An electric power input device that is connected to a first axle that is one of the axles of the vehicle and an output shaft of the internal combustion engine and that can input and output power to and from the first axle and the output shaft with input and output of electric power and power. Output means;
An electric motor that can input and output power;
The second axle, which is either the first axle or an axle different from the first axle, is connected to the rotating shaft of the electric motor, and the power from the electric power driving input / output means is not shifted without changing the speed of the electric motor. A transmission means having a plurality of shift stages for shifting the power of the rotating shaft ;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
A required driving force setting means for setting a required driving force required for traveling;
When shifting the gear stage of the transmission means with a change in the operating state of the internal combustion engine, the internal combustion engine is driven based on a change factor of the operating state of the internal combustion engine while traveling with a driving force based on the set required driving force. Control means for controlling the internal combustion engine, the power drive input / output means, the electric motor, and the speed change means so as to change the operating state of the engine to change the speed of the speed change means
Equipped with a,
The control means includes, as the change factor, at least the electric motor from a state in which it travels with a driving force based on the set required driving force with power consumption by the electric power input / output means and power generation by the electric motor. A first change factor that is a change in the operating state of the internal combustion engine that is performed to cancel power generation and shift to a state where the vehicle is driven by a driving force based on the set required driving force, and the power storage means when the accelerator is off A second change factor that is a change in the operating state of the internal combustion engine that is performed in order to eliminate charging of the power storage means from a state of running with a driving force based on the set required driving force while charging The change of the operating state of the internal combustion engine is performed because the power storage means is not overcharged when the shift stage of the speed change means is upshifted. 3 of a changing factor, a means for changing the degree of change in the operating state of the internal combustion engine based on a plurality of change factors, including any of,
vehicle. The degree of change in the operating state of the internal combustion engine of the vehicle according to claim 1, wherein a change rate of the operating state of the internal combustion engine. The control means is means for changing the operating state of the internal combustion engine using a change speed that increases in order of the first change factor, the second change factor, and the third change factor as the change speed. The vehicle according to claim 2 . The vehicle according to any one of claims 1 to 3 , wherein the degree of change in the operating state of the internal combustion engine is a waiting time until the change in the operating state of the internal combustion engine settles. The control means is means for changing the operating state of the internal combustion engine using a waiting time that becomes shorter in the order of the first changing factor, the second changing factor, and the third changing factor as the waiting time. The vehicle according to claim 4 . The power power input / output means is connected to three shafts of the first axle, the output shaft of the internal combustion engine, and a rotatable third shaft, and is based on power input / output to / from any two of the three shafts. 6. The vehicle according to claim 1, further comprising: a three-shaft power input / output unit that inputs / outputs power to / from the remaining shaft; and a generator capable of inputting / outputting power to / from the third shaft. A drive device mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means,
The first axle and the output shaft are connected to a first axle, which is any axle of the vehicle and capable of exchanging electric power with the power storage means, and connected to an output shaft of the internal combustion engine, with input and output of electric power and power. Power input / output means capable of inputting / outputting power to
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power;
The second axle, which is either the first axle or an axle different from the first axle, is connected to the rotating shaft of the electric motor, and the power from the electric power driving input / output means is not shifted without changing the speed of the electric motor. A transmission means having a plurality of shift stages for shifting the power of the rotating shaft ;
When shifting the shift stage of the transmission means with a change in the operating state of the internal combustion engine, the vehicle is driven by a driving force based on the required driving force required for traveling, based on the change factor of the operating state of the internal combustion engine. Control means for controlling the power drive input / output means, the electric motor, and the speed change means so as to change the operating state of the internal combustion engine to change the speed of the speed change means;
With
The control means includes, as the change factor, at least the electric motor from a state in which it travels with a driving force based on the set required driving force with power consumption by the electric power input / output means and power generation by the electric motor. A first change factor that is a change in the operating state of the internal combustion engine that is performed to cancel power generation and shift to a state where the vehicle is driven by a driving force based on the set required driving force, and the power storage means when the accelerator is off A second change factor that is a change in the operating state of the internal combustion engine that is performed in order to eliminate charging of the power storage means from a state of running with a driving force based on the set required driving force while charging The change in the operating state of the internal combustion engine is performed in order to prevent the power storage means from being overcharged when the shift stage of the speed change means is upshifted. 3 of a changing factor, a means for changing the degree of change in the operating state of the internal combustion engine based on a plurality of change factors, including any of,
Drive device. Connected to the internal combustion engine, the first axle which is one of the axles of the vehicle, and the output shaft of the internal combustion engine, and can input and output power to the first axle and the output shaft with input and output of electric power and power An electric power motive power input / output means, an electric motor capable of inputting / outputting motive power, a second axle that is either the first axle or an axle different from the first axle, and a rotating shaft of the electric motor , The power from the power drive input / output means can shift the power of the rotating shaft of the motor without shifting, and the power transmission input / output means and the motor can exchange power. A power storage means, and a vehicle control method comprising:
When shifting the gear stage of the speed change means with a change in the operating state of the internal combustion engine, as a change factor of the operating state of the internal combustion engine while traveling with a driving force based on a required driving force required for traveling, The set required drive by canceling at least the power generation of the electric motor from the state of running with the driving force based on the set required driving force with the power consumption by the power drive input / output means and the power generation by the electric motor. A first change factor that is a change in the operating state of the internal combustion engine that is performed in order to shift to a traveling state by a driving force based on the force, and the set required driving force while charging the power storage means when the accelerator is off. The operating state of the internal combustion engine is changed in order to eliminate the charging of the power storage means from the state where the vehicle is running with the driving force based on A second change factor and a third change factor that is a change in the operating state of the internal combustion engine that is performed because the power storage unit is not overcharged when the shift stage of the transmission unit is upshifted. The internal combustion engine, the electric power drive input / output means, the electric motor, and the speed change means, so as to change the operating state of the internal combustion engine based on a plurality of change factors including any of the speed changes of the speed change means. The vehicle control method characterized by controlling.

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