JP4825639B2 - POWER OUTPUT DEVICE, VEHICLE MOUNTING THE SAME, DRIVE DEVICE, AND CONTROL METHOD FOR POWER OUTPUT DEVICE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress any excessive power from being input to a battery when a transmission is up-shifted from a power circulating state that power running control by the reverse rotation of a first motor and regenerative control by the positive rotation of a second motor are performed in a power output device in which a first motor, an engine, a power shaft and a second motor are connected to the sun gear, carrier and ring gear of a planetary gear mechanism, and a transmission is installed between a power shaft and a driving shaft. <P>SOLUTION: In the case of up-shifting a transmission, an oil pressure is made to react on a clutch or brake (up-shift engagement clutch) to be engaged according to the up-shift of the transmission so that the number of revolutions Nr of a power shaft can be relatively smoothly changed while the first motor is reversely rotating, and the oil pressure is made to react on the up-shift engagement clutch so that the number of revolutions Nr of the power shaft can be relatively rapidly changed when the first motor becomes to positively rotate across a value 0. <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention relates to a power output device, a vehicle on which the power output device is mounted, a drive device, and a control method for the power output device.

Conventionally, this type of power output apparatus is integrated with an engine, a power distribution mechanism connected to the engine, a first electric motor connected to the power distribution mechanism, and a transmission member connected to the power distribution mechanism. There has been proposed one that includes a rotating second electric motor, a power storage device that exchanges electric power with the first electric motor and the second electric motor, and an automatic transmission unit that is connected to a transmission member and an output shaft that is connected to a drive wheel. (For example, refer to Patent Document 1). In this apparatus, power is output to the output shaft with the shift of the automatic transmission unit corresponding to the vehicle speed and the torque output to the output shaft.
JP 2006-29439 A

  In such a power output device, it is desired to suppress excessive electric power from being input to and output from the power storage device when shifting the automatic transmission unit. For example, engine operation from a state where power-power-power circulation (power circulation) in which electric power is generated by an electric motor using a part of the power output from the generator and is supplied to the generator is generated. When performing upshifting of the transmission while maintaining the point, that is, when the rotational speed of the generator is increased along with the decrease in the rotational speed of the transmission member and the electric motor from the state where the power circulation occurs. It is desired to suppress excessive electric power from being input to the power storage device.

  The power output device of the present invention, the vehicle equipped with the same, the drive device, and the control method of the power output device are connected to an internal combustion engine, an output shaft of the internal combustion engine, and a power shaft that can rotate independently of the output shaft. A rotation adjusting device capable of adjusting the rotation speed of the output shaft relative to the power shaft with input / output of electric power and input / output of driving force to the output shaft and the power shaft, an electric motor for inputting / outputting power to the power shaft, When upshifting a transmission in a vehicle including a transmission that transmits power with a change in speed between a power shaft and a drive shaft, and a power storage device that exchanges power with the rotation adjustment device and the motor An object of the present invention is to prevent excessive electric power from being input to the power storage device.

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

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
The power shaft is connected to an output shaft of the internal combustion engine and is connected to a power shaft different from the output shaft so as to be independently rotatable with respect to the output shaft, and power input / output, the output shaft, and the power shaft Rotation adjusting means capable of adjusting the rotational speed of the output shaft with respect to the power shaft, together with input / output of driving force to
An electric motor capable of inputting and outputting power to the power shaft;
Transmission means for transmitting power with a change in gear between the power shaft and the drive shaft;
Power storage means capable of exchanging electric power with the rotation adjusting means and the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
The internal combustion engine, the rotation adjusting means, and the electric motor so that a driving force based on the set required driving force is output to the drive shaft with consumption of electric power by the rotation adjusting means and power generation by the electric motor. And when the upshift of the transmission means is instructed to reduce the rotational speed of the power shaft during execution of power running regenerative control for controlling the transmission means and the transmission means, based on the set required driving force The internal combustion engine, the rotation adjusting means, the electric motor, and the speed change means so that the speed change means is upshifted at a changing speed at which driving force is output to the drive shaft and power generation by the rotation adjustment means is limited. Shifting control means for controlling
It is a summary to provide.

  In the power output apparatus of the present invention, the internal combustion engine is configured so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft with the consumption of the electric power by the rotation adjusting means and the electric power generation by the electric motor. When power transmission regeneration control for controlling the rotation adjusting means, the electric motor, and the speed change means is being executed, when an upshift of the speed change means is instructed to reduce the rotational speed of the power shaft, the drive force based on the required drive force Is output to the drive shaft and the internal combustion engine, the rotation adjusting means, the electric motor, and the speed change means are controlled so that the speed change means is upshifted at a changing speed at which power generation by the speed adjustment means is limited. Therefore, when an upshift of the speed change means is instructed during power running regeneration control, the speed change means is upshifted at a changing speed at which power generation by the rotation adjusting means is limited. When shifting, it is possible to suppress the generation of relatively large power by the rotation adjusting means, and it is possible to suppress excessive power from being input to the power storage means.

  In such a power output apparatus of the present invention, the rotation adjusting means is connected to three shafts of the output shaft of the internal combustion engine, the power shaft, and the third shaft, and is input / output to any two of the three shafts. And a three-axis power input / output means for inputting / outputting power to the remaining shaft based on the power to be generated, and a generator capable of inputting / outputting power to / from the third shaft. it can.

  In the power output device of the present invention in which the rotation adjusting means includes a three-axis power input / output means and a generator, the control means is configured such that the rotation direction of the generator is the rotation direction of the internal combustion engine and the electric motor. The power running regenerative control is executed in different states, and when the shift means is upshifted from the state in which the power running regenerative control is executed with a change in the rotation direction of the generator, The transmission means can be controlled to be upshifted at a changing speed that limits the power generation.

  In the power output apparatus of the present invention in which the power running regeneration control is executed when the rotation direction of the generator is different from the rotation directions of the internal combustion engine and the electric motor, the shift time control means upshifts the transmission means. In this case, until the rotational direction of the generator is changed, the transmission means is controlled to be upshifted by changing the rotational speed of the power shaft at a first change speed, and the rotational direction of the generator After the change is made, the speed change means may be controlled to be upshifted by changing the rotational speed of the power shaft at a second change speed larger than the first change speed. it can. In this case, when the speed change control means upshifts the speed change means, the internal combustion engine is operated at a target operating point based on the set required drive force, and the drive force output from the internal combustion engine is It may be a means for controlling the target driving force based on the inertia of the rotating system including the generator to be output from the generator. In this case, the shifting time control means, when upshifting the shifting means, a driving force for balancing the driving force output from the internal combustion engine and acting on the third shaft, and the internal combustion engine A target based on a driving force for causing the engine to rotate at the rotational speed at the target operating point and a driving force for canceling the driving force acting on the third shaft based on the inertia of the rotating system It may be a means for controlling the driving force to be output from the generator. When upshifting the speed change means while operating the internal combustion engine at the target operating point, the number of revolutions of the generator changes according to the change in the number of revolutions of the motor. The speed of change of the rotational speed of the generator is increased, and the torque for canceling the torque acting on the third shaft based on the inertia of the rotating system, that is, the torque in the direction of changing the rotational speed of the generator (change direction) is large. Thus, the torque in the changing direction is easily output from the generator. Therefore, by changing the rotational speed of the power shaft at a relatively small first change speed until the rotation direction of the generator is changed, torque in the change direction (regenerative torque) is easily output from the generator. Therefore, it is possible to suppress an excessive input of electric power to the power storage means due to an increase in the sum of electric power generated by the generator and the electric motor. In addition, after the rotation direction of the generator is changed, the torque (powering torque) in the changing direction is easily output from the generator by changing the rotation speed of the power shaft with a relatively large second change speed. It is possible to suppress the generation of relatively large power by the generator.

  In the power output measure of the present invention, the speed change means has a plurality of clutches, and the engagement state of the plurality of clutches is changed using the pressure of the working fluid, so that the power shaft and the drive shaft are interposed. It can also be a means for transmitting power accompanied by a change in the gear position. Here, the “clutch” includes a normal clutch that connects two rotating systems, and also includes a brake that fixes one rotating system to a non-rotating system such as a case. The shifting time control means is a means for adjusting the pressure of the working fluid so that the shifting means is upshifted at a changing speed at which power generation by the rotation adjusting means is limited when an upshift of the shifting means is instructed. It can also be.

  The vehicle of the present invention is a 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 a drive shaft, and includes an internal combustion engine and an output of the internal combustion engine. The power shaft is connected to a shaft and connected to a power shaft different from the output shaft so as to be independently rotatable with respect to the output shaft, and power input / output and driving force to the output shaft and the power shaft Rotation adjusting means capable of adjusting the rotational speed of the output shaft relative to the power shaft with input / output, an electric motor capable of inputting / outputting power to / from the power shaft, and shifting between the power shaft and the drive shaft Transmission means for transmitting power with a change in stage, power storage means capable of exchanging electric power with the rotation adjusting means and the motor, and required driving force setting means for setting a required driving force required for the drive shaft; , Power consumption by the rotation adjusting means and the Power running regeneration for controlling the internal combustion engine, the rotation adjusting means, the electric motor, and the speed changing means so that a driving force based on the set required driving force is output to the drive shaft with power generation by a motive force. When an upshift of the speed change unit is instructed to reduce the rotational speed of the power shaft during the execution of the control, a driving force based on the set required driving force is output to the driving shaft. And a shift time control means for controlling the internal combustion engine, the rotation adjustment means, the electric motor, and the speed change means so that the speed change means is upshifted at a changing speed at which power generation by the speed adjustment means is limited. The gist of the present invention is that a power output device is provided, and the axle is connected to the drive shaft.

  Since the vehicle of the present invention is equipped with the power output device of the present invention according to any one of the above-described aspects, the speed change means is improved from the state where the power output device of the present invention has an effect, for example, power running regeneration control is being executed. It is possible to achieve the same effect as the effect of suppressing the excessive power input to the power storage means when shifting.

The drive device of the present invention is
A drive device incorporated in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means,
The power storage unit is connected to be capable of exchanging electric power, is connected to the output shaft of the internal combustion engine, and is connected to a power shaft different from the output shaft so that the power shaft can rotate independently of the output shaft. Rotation adjusting means capable of adjusting the rotation speed of the output shaft with respect to the power shaft together with input / output of electric power and input / output of driving force to the output shaft and the power shaft;
An electric motor connected to the power storage means so as to be able to exchange electric power and capable of inputting and outputting power to the power shaft;
Transmission means for transmitting power with a change in gear between the power shaft and the drive shaft;
Required driving force setting means for setting required driving force required for the drive shaft;
The internal combustion engine, the rotation adjusting means, and the electric motor so that a driving force based on the set required driving force is output to the drive shaft with consumption of electric power by the rotation adjusting means and power generation by the electric motor. And when the upshift of the transmission means is instructed to reduce the rotational speed of the power shaft during execution of power running regenerative control for controlling the transmission means and the transmission means, based on the set required driving force The internal combustion engine, the rotation adjusting means, the electric motor, and the speed change means so that the speed change means is upshifted at a changing speed at which driving force is output to the drive shaft and power generation by the rotation adjustment means is limited. Shifting control means for controlling
It is a summary to provide.

  In the drive device of the present invention, the engine and the internal combustion engine are rotated so that the drive force based on the required drive force required for the drive shaft is output to the drive shaft together with the power consumption by the rotation adjusting means and the power generation by the electric motor. When an upshift of the speed change means is instructed so that the rotational speed of the power shaft is reduced during execution of power running regenerative control for controlling the adjusting means, the electric motor, and the speed change means, the drive force based on the required drive force is reduced. The internal combustion engine, the rotation adjusting means, the electric motor, and the speed change means are controlled so that the speed change means is upshifted at a changing speed that is output to the drive shaft and power generation by the rotation adjustment means is limited. Therefore, when an upshift of the speed change means is instructed during power running regeneration control, the speed change means is upshifted at a changing speed at which power generation by the rotation adjusting means is limited. When shifting, it is possible to suppress the generation of relatively large power by the rotation adjusting means, and it is possible to suppress excessive power from being input to the power storage means.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine and a power shaft connected to an output shaft of the internal combustion engine and different from the output shaft are connected to the power shaft so as to be independently rotatable with respect to the output shaft. And rotation adjusting means capable of adjusting the rotational speed of the output shaft relative to the power shaft with input / output of driving force to the power shaft, an electric motor capable of inputting / outputting power to the power shaft, and the power shaft And a drive means for transmitting power with a change in gear stage, and a power output device control method comprising: a power storage means capable of exchanging power with the rotation adjusting means and the motor. And
The internal combustion engine and the rotation adjusting means so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft with consumption of electric power by the rotation adjusting device and power generation by the electric motor. And when the upshift of the speed change means is instructed to reduce the rotational speed of the power shaft during execution of power running regenerative control for controlling the electric motor and the speed change means, based on the required driving force The internal combustion engine, the rotation adjusting means, the electric motor, and the speed change means so that the speed change means is upshifted at a changing speed at which driving force is output to the drive shaft and power generation by the rotation adjustment means is limited. And control the
This is the gist.

  In the control method for the power output apparatus of the present invention, a driving force based on the required driving force required for the drive shaft is output to the drive shaft with the consumption of the electric power by the rotation adjusting means and the electric power generation by the electric motor. When an upshift of the speed change means is instructed to reduce the rotational speed of the power shaft during execution of power running regenerative control for controlling the internal combustion engine, the rotation adjusting means, the electric motor, and the speed change means, the required drive force is The internal combustion engine, the rotation adjustment means, the electric motor, and the transmission means are controlled so that the transmission means is output to the drive shaft and the transmission means is upshifted at a changing speed at which power generation by the rotation adjustment means is limited. Therefore, when an upshift of the speed change means is instructed during power running regeneration control, the speed change means is upshifted at a changing speed at which power generation by the rotation adjusting means is limited. When shifting, it is possible to suppress the generation of relatively large power by the rotation adjusting means, and it is possible to suppress excessive power from being input to the power storage means.

The method for controlling the drive device of the present invention includes:
Built in a power output device that outputs power to a drive shaft together with the internal combustion engine and the power storage means, is connected to the power storage means so that power can be exchanged, and is connected to the output shaft of the internal combustion engine and has a power different from the output shaft The power shaft is connected to a shaft so as to be independently rotatable with respect to the output shaft, and the output shaft with respect to the power shaft is coupled with input / output of electric power and input / output of driving force to the output shaft and the power shaft. A rotation adjusting means capable of adjusting the number of revolutions, an electric motor connected to the power storage means so as to be able to exchange electric power and capable of inputting / outputting power to / from the power shaft, and a speed change step between the power shaft and the drive shaft. A speed change means for transmitting power with a change, and a control method of a drive device comprising:
The internal combustion engine and the rotation adjusting means so that a driving force based on a required driving force required for the drive shaft is output to the drive shaft with consumption of electric power by the rotation adjusting device and power generation by the electric motor. And when the upshift of the speed change means is instructed to reduce the rotational speed of the power shaft during execution of power running regenerative control for controlling the electric motor and the speed change means, based on the required driving force The internal combustion engine, the rotation adjusting means, the electric motor, and the speed change means so that the speed change means is upshifted at a changing speed at which driving force is output to the drive shaft and power generation by the rotation adjustment means is limited. And control the
This is the gist.

  In the control method of the drive device according to the present invention, the internal combustion engine is configured so that a drive force based on a required drive force required for the drive shaft is output to the drive shaft with the consumption of the electric power by the rotation adjusting means and the power generation by the electric motor. When an upshift of the speed change means is instructed to reduce the rotational speed of the power shaft during execution of power running regenerative control for controlling the engine, the rotation adjusting means, the electric motor, and the speed change means, it is based on the required driving force. The internal combustion engine, the rotation adjusting means, the electric motor, and the speed change means are controlled so that the speed change means is upshifted at a changing speed at which driving force is output to the drive shaft and power generation by the rotation adjusting means is limited. Therefore, when an upshift of the speed change means is instructed during power running regeneration control, the speed change means is upshifted at a changing speed at which power generation by the rotation adjusting means is limited. When shifting, it is possible to suppress the generation of relatively large power by the rotation adjusting means, and it is possible to suppress excessive power from being input to the power storage means.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to a ring gear shaft 32a serving as a power shaft connected to the power distribution and integration mechanism 30, and the driving wheels 39a, A transmission 60 that outputs to a drive shaft 36 connected to 39b, and a hybrid electronic control unit 70 that controls the entire vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. 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 MG <b> 1 is connected to the sun gear 31, and the ring gear shaft 32 a as a rotating shaft is connected to the ring gear 32. When the motor MG1 functions as a motor, the power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b of the vehicle via the transmission 60, the drive shaft 36, and the differential gear 38.

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

  The transmission 60 is configured to be able to transmit power accompanying a change in gear position between the ring gear shaft 32a as the power shaft and the drive shaft 36 and to release the connection between the ring gear shaft 32a and the drive shaft 36. Has been. An example of the configuration of the transmission 60 is shown in FIG. As shown in the figure, the transmission 60 includes a single-pinion planetary gear mechanism 62, 64, 66, two clutches C1, C2, and three brakes B1, B2, B3. The planetary gear mechanism 62 includes an external gear sun gear 62s, an internal gear ring gear 62r arranged concentrically with the sun gear 62s, a plurality of pinion gears 62p that mesh with the sun gear 62s and mesh with the ring gear 62r, and a plurality of pinion gears 62p. The pinion gear 62p rotates and revolves, and the sun gear 62s can be connected to or disconnected from the ring gear shaft 32a by turning on and off the clutch C2, and the brake B1 can be turned on and off. The rotation can be stopped or made free, and the carrier 62c can be stopped or made free by turning on and off the brake B2. The planetary gear mechanism 64 includes an external gear sun gear 64s, an internal gear ring gear 64r disposed concentrically with the sun gear 64s, a plurality of pinion gears 64p that mesh with the sun gear 64s and mesh with the ring gear 64r, and a plurality of pinion gears 64p. The pinion gear 64p rotates and revolves, and the sun gear 64s is connected to the sun gear 62s of the planetary gear mechanism 62, and the ring gear 64r is connected to or released from the ring gear shaft 32a by turning on and off the clutch C1. The carrier 64c is connected to the ring gear 62r of the planetary gear mechanism 62. The planetary gear mechanism 66 includes an external gear sun gear 66s, an internal gear ring gear 66r arranged concentrically with the sun gear 66s, a plurality of pinion gears 66p that mesh with the sun gear 66s and mesh with the ring gear 66r, and a plurality of pinion gears 66p. And a carrier 66c that holds the pinion gear 66p in a rotatable and revolving manner. The sun gear 66s is connected to the ring gear 64r of the planetary gear mechanism 64, and the ring gear 66r can stop or freely rotate by turning on and off the brake B3. The carrier 66c is connected to the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the drive shaft 36. The transmission 60 can disconnect the ring gear shaft 32a and the drive shaft 36 by turning off all of the clutches C1, C2 and the brakes B1, B2, B3, and can turn on the clutch C1 and the brake B3 as well as the clutch. By turning off C2 and brakes B1 and B2, the rotation of the ring gear shaft 32a is decelerated with a relatively large reduction ratio and transmitted to the drive shaft 36 (hereinafter this state is referred to as the first speed state), and the clutch C1 and By turning on the brake B2 and turning off the clutch C2 and the brakes B1 and B3, the rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the first speed and transmitted to the drive shaft 36 (hereinafter, this state is referred to as “the state”). 2nd speed state), by turning on the clutch C1 and the clutch B1 and turning off the clutch C2 and the brakes B2 and B3. The rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the second speed and transmitted to the drive shaft 36 (hereinafter this state is referred to as the third speed state), the clutches C1, C2 are turned on, and the clutches B1, B2, B3 Is turned off, the rotation of the ring gear shaft 32a is transmitted to the drive shaft 36 as it is (hereinafter this state is referred to as the fourth speed state). Further, the transmission 60 turns the clutch C2 and the brake B3 on and turns off the clutch C1 and the brakes B1 and B2, thereby reversing and decelerating the rotation of the ring gear shaft 32a and transmitting it to the drive shaft 36. (Hereafter, this state is called a reverse state).

  As shown in FIG. 1, the clutches C1, C2 and the brakes B1, B2, B3 are turned on and off by adjusting the hydraulic pressure applied to the clutches C1, C2 and the brakes B1, B2, B3 by driving the hydraulic actuator 100. It is done from that. This hydraulic actuator 100 has an oil pump 102 that pumps oil and a pressure that allows the pressure (line pressure) of the oil pumped from the oil pump 102 to be adjusted to the clutches C1, C2 and the brakes B1, B2, B3. And a hydraulic pressure supply unit 104 that can be supplied individually.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. From the hybrid electronic control unit 70, drive signals to the clutches C1 and C2 of the transmission 60 and the actuators 100 of the brakes B1, B2 and B3 are output via 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 the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  In the hybrid vehicle 20 of the embodiment, the position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R Position).

  The hybrid vehicle 20 of the embodiment configured in this way calculates the required torque to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver, and the required torque The transmission 60 is controlled so as to be in accordance with the speed of the vehicle and the vehicle speed V, and the required power corresponding to the torque according to the required torque and the speed of the transmission 60 is output to the ring gear shaft 32a. Operation of the motor 22, the motor MG1, and the motor MG2 is controlled. 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 configured as described above, particularly the operation when upshifting 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, 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 Ne of the engine 22, the motor MG1. , MG2 rotation speeds Nm1, Nm2, input / output limits Win, Wout of the battery 50, and other data necessary for control are executed (step S100). Here, the rotational 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. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is input in this manner, the required torque Td * to be output to the drive shaft 36 connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V, and the engine 22 The required required power Pe * is set (step S110). In the embodiment, the required torque Td * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Td * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Td * is derived from the stored map and set. FIG. 4 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Td * multiplied by the rotational speed Nd of the drive shaft 36 and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nd of the drive shaft 36 can be obtained by multiplying the vehicle speed V by the conversion factor k.

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

  Next, using the set target rotational speed Ne *, the rotational speed Nr of the ring gear shaft 32a (the rotational speed Nm2 of the motor MG2), and the gear ratio ρ of the power distribution and integration mechanism 30, the target of the motor MG1 is expressed by the following equation (1). The rotational speed Nm1 * is calculated, and the torque command Tm1 * of the motor MG1 is calculated by the equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S130). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing an example of a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 and the transmission 60 when the transmission 60 is in the first speed state. In the drawing, the left side is a collinear diagram of the power distribution and integration mechanism 30, the left 31 axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, and the 34 axis is the carrier 34 that is the rotation speed Ne of the engine 22. The rotational speed of the ring gear 32 (ring gear shaft 32a), which is the rotational speed Nm2 of the motor MG2, is indicated by 32 axes. In the drawing, the right side is a collinear diagram of the transmission 60, the 64r and 66s axes indicate the rotational speeds of the ring gear 64r of the planetary gear mechanism 64 and the sun gear 66s of the planetary gear mechanism 66, and the 62r, 64c and 66c axes are the drive shaft 36. The rotational speed of the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the carrier 66c of the planetary gear mechanism 66, which is the rotational speed No. of the planetary gear mechanism 66, and the axis 62c indicates the rotational speed of the carrier 62c of the planetary gear mechanism 62. , 66r axis indicates the rotational speed of the ring gear 66r of the planetary gear mechanism 66, and the 62s and 64s axes indicate the rotational speed of the sun gear 62s of the planetary gear mechanism 62 and the sun gear 64s of the planetary gear mechanism 64. The dotted lines in the figure indicate the rotating elements (32 axes and 64r, 66s axes) connected when the shift position SP is the D position. The two thick arrows on the 32 axes indicate the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2, and the two thick lines on the 62r, 64c, and 66c axes. The arrows indicate the torque that is output to the drive shaft 36 via the transmission 60 when these torques are output to the R-axis. Hereinafter, for convenience of explanation, in FIG. 6, the upward torque is a positive torque, the downward torque is a negative torque, the rotational speed above the value 0 is the positive rotational speed, and is below the value 0. The number of revolutions of is a negative number. Expression (1) can be easily derived by using this alignment chart. Equation (2) is a torque for balancing the torque output from the engine 22 and acting on the sun gear 31, and a torque for canceling the difference between the target rotational speed Nm1 * of the motor MG1 and the rotational speed Nm1. The torque command Tm1 * for the motor MG1 is set as the sum of the torque Ti for canceling the inertia torque of the system including the engine 22 and the motor MG1. In the formula (2), the first term on the right side can be easily derived from the alignment chart of FIG. Further, the second term and the third term on the right side are feedback control terms for rotating the motor MG1 at the target rotational speed Nm1 *, the second term “k1” on the right side is the gain of the proportional term, and the third term on the right side. The term “k2” is the gain of the integral term. Further, the fourth term on the right side can be calculated using the moment of inertia of the system including the engine 22 and the motor MG1 and the time derivative of the rotational speed Nm1 of the motor MG1.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / ρ (1)
Tm1 * =-ρ / (1 + ρ) ・ Te * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt + Ti (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). And (4), the rotation speed Nd of the motor MG2 (the rotation speed Nr of the ring gear shaft 32a) is divided by the rotation speed Nd of the drive shaft 36 obtained by multiplying the vehicle speed V by the conversion factor k. Thus, the gear ratio Gr of the transmission 60 is calculated (step S150), and the required torque Td * and the gear ratio of the transmission 60 are calculated. The temporary motor torque Tm2tmp as the torque to be output from the motor MG2 is calculated using the r, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S160), and the calculated torque limit The torque command Tm2 * of the motor MG2 is set as a value obtained by limiting the temporary motor torque Tm2tmp with Tmin and Tmax (step S170). Thus, by setting the torque command Tm2 * of the motor MG2, the torque (Td * / Gr) output to the ring gear shaft 32a is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. be able to. Equation (5) can be easily derived from the collinear diagram of FIG. 6 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = Td * / Gr + Tm1 * / ρ (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. The torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S180), 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. At this time, the hybrid electronic control unit 70 has a clutch or brake (for example, one transmission 60) corresponding to the current gear position among the plurality of clutches C1, C2 and brakes B1, B2, B3 of the transmission 60. The hydraulic actuator 100 is driven and controlled so that the clutch C1 and the brake B3) are turned on in the speed state.

  Next, an operation when an upshift of the transmission 60 is requested will be described. FIG. 7 is a flowchart showing an example of an upshift processing routine executed by the hybrid electronic control unit 70. This routine is executed in parallel with the aforementioned drive control routine when an upshift of the transmission 60 is requested. In the embodiment, the upshift request is made when the motor MG1 rotates in the reverse direction to the engine 22 or the motor MG2, that is, when the motor MG1 rotates at a negative rotation speed. At this time, power running control by reverse rotation of motor MG1 and regenerative control by forward rotation of motor MG2 are performed, and a part of the power output from motor MG1 is regenerated as electric power by motor MG2 and supplied to motor MG1. Power-power-power circulation (power circulation) occurs. When the transmission 60 is upshifted when the shift position SP is the D position, the clutch C2 and the brakes B1, B2, and B3 are engaged with each other while the clutch C1 is kept engaged. Therefore, the clutch and brake engaged with the upshift will be referred to as an upshift engagement clutch, and the clutch and brake released with the upshift will be referred to as an upshift release clutch. . For example, considering that the transmission 60 is upshifted from the first speed state to the second speed state, the brake B2 corresponds to an upshift engagement clutch, and the brake B3 corresponds to an upshift release clutch.

  In the upshift processing routine, first, a fast fill on the upshift engagement clutch side and a process of removing oil acting on the upshift release clutch side are executed (step S200). Here, the fast fill is a process of filling the cylinder with oil until the engagement force acts on the upshift engagement clutch. For example, when the transmission 60 is upshifted from the first speed state to the second speed state, fast fill to the brake B2 side as an upshift engagement clutch is performed and oil on the brake B3 side as an upshift release clutch is supplied. The removal process is performed. Then, after completing the fast fill to the upshift engagement clutch side and waiting for the upshift release clutch to be turned off (step S210), the target rotational speed as a target value of the changing speed of the rotational speed Nm2 of the motor MG2 A negative negative value N1 having a relatively small absolute value is set as the change ΔNm2 * (step S220), and the rotation speed Nm2 of the motor MG2 is input (step S230). The previous rotation speed Nm2 of the input motor MG2 is determined from the previous time. The rotation speed change ΔNm2 as a change speed of the rotation speed Nm2 of the motor MG2 is calculated by subtracting the rotation speed (previous Nm2) (step S240), and the calculated rotation speed change ΔNm2 is the target rotation speed change ΔNm2 * (N1) The hydraulic command on the upshift engagement clutch side is set so as to be in accordance with the set hydraulic command The actuator 100 is driven so that the pressure acts on the upshift engagement clutch side (step S250), and the rotation speed Nm1 of the motor MG1 is input (step S260), and the input rotation speed Nm1 of the motor MG1 is checked (step S270). ), When the rotational speed Nm1 of the motor MG1 is smaller than 0, the process returns to step S230. Here, the predetermined value N1 is determined by the ratings of the motors MG1, MG2 and the battery 50.

  Then, when the rotation speed Nm1 of the motor MG1 becomes equal to or greater than the value 0 by repeatedly executing the processing of steps S230 to S270, a negative predetermined value whose absolute value is larger than the predetermined value N1 in the target rotation speed change ΔNm2 * of the motor MG2. N2 is set (step S280), and the rotational speed Nm2 of the motor MG2 is input and the rotational speed change ΔNm2 is calculated using the same as in the processing of steps S230 to S250, and the rotational speed change ΔNm2 becomes the target rotational speed change ΔNm2. The hydraulic pressure command on the upshift engagement clutch side is set so as to become *, and the actuator 100 is driven so that the hydraulic pressure corresponding to the hydraulic pressure command acts on the upshift engagement clutch side (steps S290 to S310). Subsequently, the vehicle speed V is input (step S320), and the gear ratio Gr of the target shift speed n * (the shift speed after the upshift) is multiplied by the rotational speed Nd of the drive shaft 36 obtained by multiplying the vehicle speed V by the conversion factor k. By multiplying *, the target rotational speed Nm2 * of the motor MG2 after the upshift is calculated (step S330), the rotational speed Nm2 of the motor MG2 is compared with the target rotational speed Nm2 * (step S340), and the rotation of the motor MG2 When the number Nm2 is not in the vicinity of the target speed Nm2 *, the process returns to step S290, and the processing of steps S290 to S340 is repeatedly executed, and the speed Nm2 of the motor MG2 reaches the target speed Nm2 * in the vicinity of the upshift engagement clutch. Is turned on (step S350), and the shift process routine is terminated. Here, the predetermined value N2 is determined by the ratings of the motors MG1 and MG2 and the battery 50, as with the predetermined value N1.

  Thus, when performing an upshift of the transmission 60, the actuator 100 is driven so that the rotational speed Nm2 of the motor MG2 changes at a relatively small change speed until the rotational speed Nm1 of the motor MG1 becomes zero. After the rotational speed Nm1 of the motor MG1 becomes 0 or more, the actuator 100 is driven so that the rotational speed Nm2 of the motor MG2 changes with a relatively large change speed. Hereinafter, this reason will be described. Now consider the case of upshifting the transmission 60. At this time, if the engine 22 is rotating at a certain rotation speed, the rotation speed Nm1 of the motor MG1 increases as the rotation speed Nm2 of the motor MG2 decreases, and therefore the change speed of the rotation speed Nm2 of the motor MG2 Is relatively large, the rotational speed Nm1 of the motor MG1 also rises with a relatively large change speed. The torque command Tm1 * of the motor MG1 is set using the torque Ti for canceling the inertia accompanying the change in the rotational speed Nm1 of the motor MG1, as described in the equation (2) of the drive control routine of FIG. Therefore, the torque Ti increases as the speed of increase in the rotational speed Nm1 of the motor MG1 increases, and the torque on the positive side (upward in FIG. 6) is easily set in the torque command Tm1 * of the motor MG1. Considering that when the power circulation is occurring, that is, the electric power is consumed by the motor MG1, and the upshift of the transmission 60 is started while the electric power is regenerated by the motor MG2, the rotational speed Nm1 of the motor MG1 is negative. When the speed of change (increase speed) of the rotational speed Nm1 of the motor MG1 is increased at a rotational speed of (when the motor MG1 is rotating in reverse with respect to the engine 22 or the motor MG2), the motors MG1 and MG2 are instantaneously There is a case where power is generated by both, and in this case, the sum of the power generated by the motors MG1 and MG2 may exceed the input limit Win of the battery 50, and excessive power may be input to the battery 50. obtain. In order to suppress such inconvenience, in the embodiment, the rotation speed Nm1 of the motor MG1 is changed by changing the rotation speed Nm2 of the motor MG2 with a relatively small change speed until the rotation speed Nm1 of the motor MG1 becomes zero. After the rotational speed Nm1 of the motor MG1 becomes equal to or greater than 0, the change in the rotational speed Nm1 of the motor MG1 is increased by changing the rotational speed Nm2 of the motor MG2 at a relatively large change speed. . Thereby, when upshifting transmission 60, it is possible to suppress the generation of relatively large electric power by motor MG1, and it is possible to suppress excessive electric power from being input to battery 50. Note that, after the rotation speed Nm1 of the motor MG1 becomes equal to or greater than 0, the motor MG1 is easily driven by power if the change in the rotation speed Nm1 of the motor MG1 is increased. Is hard to think.

  FIG. 8 shows that the transmission 60 is in the first speed state (the clutch C1 and the brake B3 are on, the clutch C2 and the brakes B1 and B2 are off) to the second speed state (the clutch C1 and the brake B2 are on, the clutch C2 and the brake B1). , B3 is off) and is a collinear diagram of the power distribution and integration mechanism 30 and the transmission 60 when upshifting, and FIG. 9 shows the rotational speed Nr (ring speed of the ring gear shaft 32a as the power shaft when this upshift is performed. It is explanatory drawing which shows the mode of time change of the rotation speed Nm2) of the motor MG2, the hydraulic pressure of the brake B2, the rotation speed Nm1 and torque of the motor MG1, the power consumption Pm1, and the power Pb inputted to and outputted from the battery 50. In FIG. 9, the solid line shows how the time changes when the speed of change of the rotational speed Nr of the ring gear shaft 32 a is changed until the rotational speed Nm <b> 1 of the motor MG <b> 1 becomes 0 and after that. For comparison, the broken line shows a state of time change when the rotation speed Nr of the ring gear shaft 32a is changed at a constant speed regardless of whether the rotation speed Nm1 of the motor MG1 is 0 or more. After the upshift of the transmission 60 is requested (time t1) and the fast fill on the brake B2 side is executed, the rotational speed of the ring gear shaft 32a is shown regardless of the rotational speed Nm1 of the motor MG1 as shown by the broken line in the figure. When hydraulic pressure is applied to the brake B2 side so that Nr decreases at a constant change speed, power is generated by both the motors MG1 and MG2, and excessive power exceeding the input limit Win of the battery 50 is input to the battery 50. There is a case. On the other hand, in the embodiment, as shown by the solid line in the drawing, the hydraulic pressure is applied to the brake B2 side so that the rotational speed Nr of the ring gear shaft 32a decreases relatively slowly until the rotational speed Nm1 of the motor MG1 becomes 0 or more. (Time t2 to t3). As a result, the rotational speed Nm1 of the motor MG1 gradually increases, so that it is possible to suppress the output of positive torque (upward torque in FIG. 8) from the motor MG1. As a result, power is generated by both motors MG 1 and MG 2, so that excessive power exceeding the input limit Win of battery 50 can be suppressed from being input to battery 50. Then, after the rotation speed Nm1 of the motor MG1 becomes equal to or greater than 0, hydraulic pressure is applied to the brake b2 side so that the rotation speed Nr of the ring gear shaft 32a changes rapidly (time t3 to t4), and the rotation of the ring gear shaft 32a. When the number Nr (the rotational speed Nm2 of the motor MG2) reaches the vicinity of the target rotational speed Nm2 *, the brake B2 is completely engaged (time t4), and the upshift process is terminated.

  According to the hybrid vehicle 20 of the embodiment described above, the upshift of the transmission 60 is performed during the power circulation in which the power running control by the reverse rotation of the motor MG1 and the regenerative control by the normal rotation of the motor MG2 are performed. When instructed, until the rotational speed Nm1 of the motor MG1 reaches the value 0, the rotational speed Nr of the ring gear shaft 32a (motor MG2 rotational speed Nm2) is changed relatively slowly, and the rotational speed Nm1 of the motor MG1 is 0 or more. Since the rotational speed Nr of the ring gear shaft 32a is changed relatively abruptly, the generation of large electric power by the motor MG1 can be suppressed. As a result, excessive power can be prevented from being input to the battery 50.

  In the hybrid vehicle 20 of the embodiment, regardless of whether or not the upshift processing of the transmission 60 is performed, as shown in the equation (1), the rotational speed Nm2 of the motor MG2 and the target rotational speed Ne of the engine 22 Is used to set the target rotational speed Nm1 * of the motor MG1, but when the transmission 60 is upshifted, the rotational speed Nm2 of the motor MG2 changes rapidly as described above. Therefore, the rotational speed Nm2 of the motor MG2 is corrected using the target rotational speed change ΔNm2 * of the motor MG2 set in steps S220 and S280 of the upshift processing routine of FIG. 7 instead of the rotational speed Nm2 of the motor MG2. The target rotational speed Nm1 * of the motor MG1 may be set by using this and the target rotational speed Ne * of the engine 22. That is, the target rotational speed Ne * of the motor MG1 may be set in consideration of the rotational speed change of the motor MG1 (change speed of the rotational speed Nm1) accompanying the rotational speed change of the motor MG2 (change speed of the rotational speed Nm2). Good. In this case, since the second term and the third term in the above equation (2) change according to the target rotational speed Nm1 * in which the rotational speed change of the motor MG1 is considered, the rotation of the motor MG1 is the same as in the embodiment. Torque corresponding to the number change is output from the motor MG1.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 capable of shifting with four speeds is used. However, the speed is not limited to four, and the speed can be changed with two or more speeds. Any machine can be used.

  In the hybrid vehicle 20 of the embodiment, the power distribution and integration mechanism 30 is used to transmit power from the engine 22 to the ring gear shaft 32a as a power shaft connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 60. 10, the drive shaft for outputting power to the inner rotor 132 and the drive wheels 39a and 39b connected to the crankshaft 26 of the engine 22 as exemplified in the hybrid vehicle 120 of the modification of FIG. 36 and an outer rotor 134 connected to a power shaft 32b connected via a transmission 60, and a part of the power of the engine 22 is driven through the power shaft 32b, the transmission 60, and the drive shaft 36 to drive wheels. A counter-rotor motor 130 that transmits power to 39a and 39b and converts remaining power into electric power may be provided.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, and a power distribution integrated mechanism 30 connected to a crankshaft 26 of the engine 22 and a ring gear shaft 32a as a power shaft, and a motor connected to the power distribution integrated mechanism 30. MG1 corresponds to the “rotation adjusting means”, the motor MG2 connected to the power distribution and integration mechanism 30 corresponds to the “electric motor”, and the clutches C1, C2 and the brakes B1, B2, B3 are turned on / off using hydraulic pressure. Therefore, the transmission 60 and the actuator 100 that transmit power with the change of the gear position between the ring gear shaft 32a as the power shaft and the drive shaft 36 correspond to “transmission means”, and the motor MG1 and the motor MG2 The battery 50 that performs the exchange corresponds to “electric storage means”, and the hybrid electronic control that sets the required torque required for the drive shaft 36. The unit 70 corresponds to “required driving force setting means”, and the engine 22 outputs a torque according to the required torque Tr * with power running control by reverse rotation of the motor MG1 and regenerative control by forward rotation of the motor MG2. And when the upshift of the transmission 60 is instructed during the control of the motors MG1 and MG2, torque based on the required torque Tr * is output to the drive shaft 36 and the rotational speed Nm1 of the motor MG1 is Until the value 0 is reached, hydraulic pressure is applied to a clutch or a brake (upshift engagement clutch) that is engaged with the upshift of the transmission 60 so that the rotation speed change ΔNm2 of the motor MG2 becomes the predetermined value N1. When the rotation speed Nm1 of the motor MG2 becomes 0 or more, the rotation speed change ΔNm2 of the motor MG2 becomes a predetermined value N2 having an absolute value larger than the predetermined value N1. Cormorant upshift engagement clutch hybrid electronic control unit 70 exerts a hydraulic or engine ECU 24, the motor ECU40 corresponds to the "gear change control means". Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  In addition, it is not limited to those applied to such hybrid vehicles, but is incorporated into non-moving equipment such as forms of power output devices mounted on moving bodies such as vehicles other than automobiles, ships, and aircraft, and construction equipment. A power output device may be used. Furthermore, it is good also as a form of the control method of such a power output device.

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

  The present invention can be used in a power output device, a driving device, a vehicle manufacturing industry, and the like.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. 4 is a flowchart showing an example of a drive control routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining the power distribution and integration mechanism 30 and the rotational elements of the transmission 60 when the transmission 60 is in the first speed state. 5 is a flowchart showing an example of an upshift processing routine executed by a hybrid electronic control unit 70. FIG. 6 is an explanatory diagram showing an example of a collinear diagram showing the relationship between the power distribution and integration mechanism 30 and the rotational speed of the transmission 60 when the transmission 60 is upshifted from the first speed state to the second speed state. The rotational speed Nr (the rotational speed Nm2 of the motor MG2) of the ring gear shaft 32a as the power shaft, the hydraulic pressure on the brake B2 side, and the rotational speed of the motor MG1 when the transmission 60 is upshifted from the first speed state to the second speed state. It is explanatory drawing which shows the mode of the time change of Nm1, torque Tm1, power consumption Pm1, and the electric power Pb input / output to the battery 50. FIG. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20, 120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 32b power shaft, 33 pinion gear, 34 Carrier, 36 Drive shaft, 37 Rotational speed sensor, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 Battery, 51 Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Electric power line, 60 Transmission, 62, 64, 66 Planetary gear mechanism, 62s, 64s, 66s Sun gear, 62c, 64c, 66c Carrier, 62 , 64r, 66r ring 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, 100 Actuator, 102 Oil pump, 104 Oil pressure supply unit, MG1, MG2 motor, C1, C2 clutch, B1, B2, B3 brake.

Claims (8)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
The output shaft of the internal combustion engine and the output shaft are connected to three shafts of a power shaft and a third shaft, and the remaining shaft is based on the power input / output to / from any two of the three shafts. Rotation adjusting means comprising: a three-axis power input / output means for inputting / outputting power; and a generator capable of inputting / outputting power to / from the third shaft ;
An electric motor capable of inputting and outputting power to the power shaft;
Transmission means for transmitting power with a change in gear between the power shaft and the drive shaft;
Power storage means capable of exchanging electric power with the generator and the motor;
Required driving force setting means for setting required driving force required for the drive shaft;
When the rotation direction of the generator is different from the rotation directions of the internal combustion engine and the electric motor , based on the set required driving force with consumption of electric power by the generator and electric power generation by the electric motor From the state where the power running regeneration control is executed to control the internal combustion engine, the generator , the electric motor, and the transmission means so that the driving force is output to the drive shaft, and the power running regeneration control is executed. When the shift means is upshifted so as to reduce the rotational speed of the power shaft with a change in the rotation direction, a driving force based on the set required driving force is output to the driving shaft , Until the rotational direction of the generator is changed, the transmission means is upshifted by changing the rotational speed of the power shaft at a first change speed, and the rotational direction of the generator is changed. Further been later and the internal combustion engine and the generator and the electric motor so that the speed change means is an upshift by changing the rotational speed of the power shaft with the first change speed is greater than a second change rate Shifting control means for controlling the shifting means;
A power output device comprising: When the shift means upshifts the shift means, the internal combustion engine is operated at a target operating point based on the set required drive force and the drive force output from the internal combustion engine and the generator The power output device according to claim 1 , wherein the power output device is a means for controlling so that a target driving force based on inertia of a rotating system including the power is output from the generator. The shifting time control means includes a driving force for balancing the driving force output from the internal combustion engine and acting on the third shaft when upshifting the shifting means; and A target driving force based on a driving force for rotating at a rotation speed at a target operating point and a driving force for canceling the driving force acting on the third shaft based on the inertia of the rotating system is The power output apparatus according to claim 2 , wherein the power output apparatus is a means for controlling to be output from the generator. The speed change means has a plurality of clutches, and uses a pressure of the working fluid to change the engagement state of the plurality of clutches, thereby changing the gear stage between the power shaft and the drive shaft. The power output apparatus according to any one of claims 1 to 3, which is means for transmitting A vehicle comprising the power output device according to any one of claims 1 to 4 and an axle connected to the drive shaft. A drive device incorporated in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means,
The output shaft of the internal combustion engine and the output shaft are connected to three shafts of a power shaft and a third shaft, and the remaining shaft is based on the power input / output to / from any two of the three shafts. A rotation adjusting means comprising: a three-axis power input / output means for inputting / outputting power; and a generator capable of exchanging power with the power storage means so as to exchange power with the third shaft ;
An electric motor connected to the power storage means so as to be able to exchange electric power and capable of inputting and outputting power to the power shaft;
Transmission means for transmitting power with a change in gear between the power shaft and the drive shaft;
Required driving force setting means for setting required driving force required for the drive shaft;
When the rotation direction of the generator is different from the rotation directions of the internal combustion engine and the electric motor , based on the set required driving force with consumption of electric power by the generator and electric power generation by the electric motor From the state where the power running regeneration control is executed to control the internal combustion engine, the generator , the electric motor, and the transmission means so that the driving force is output to the drive shaft, and the power running regeneration control is executed. When the shift means is upshifted so as to reduce the rotational speed of the power shaft with a change in the rotation direction, a driving force based on the set required driving force is output to the driving shaft , Until the rotational direction of the generator is changed, the transmission means is upshifted by changing the rotational speed of the power shaft at a first change speed, and the rotational direction of the generator is changed. Further been later and the internal combustion engine and the generator and the electric motor so that the speed change means is an upshift by changing the rotational speed of the power shaft with the first change speed is greater than a second change rate Shifting control means for controlling the shifting means;
A drive device comprising: An internal combustion engine, and an output shaft of the internal combustion engine, a power shaft different from the output shaft, and a third shaft, which are connected to three shafts and based on power input to and output from any two of the three shafts Rotation adjusting means comprising three-shaft power input / output means for inputting / outputting power to the remaining shaft, and a generator capable of inputting / outputting power to / from the third shaft, and an electric motor capable of inputting / outputting power to / from the power shaft And a power transmission means for transmitting power between the power shaft and the drive shaft with a change in speed, and a power storage means capable of exchanging power with the generator and the motor. A control method,
When the rotation direction of the generator is different from the rotation directions of the internal combustion engine and the electric motor, the required drive required for the drive shaft with the consumption of electric power by the generator and the electric power generation by the electric motor From the state in which power running regeneration control is performed to control the internal combustion engine, the generator , the electric motor, and the transmission means so that a driving force based on force is output to the drive shaft, and the power running regeneration control is executed. When the shift means is upshifted so as to reduce the rotational speed of the power shaft with a change in the rotational direction of the generator, a driving force based on the required driving force is output to the driving shaft , Until the rotational direction of the generator is changed, the transmission means is upshifted by changing the rotational speed of the power shaft at a first change speed, and the rotational direction of the generator is changed. Been thereafter the said internal combustion engine and the generator and the electric motor so that the speed change means is an upshift by changing the rotational speed of the power shaft with the first change speed is greater than a second change rate Controlling the transmission means,
Control method of power output device. Built in a power output device that outputs power to the drive shaft together with the internal combustion engine and the power storage means, and connected to the three shafts of the power shaft and the third shaft that are different from the output shaft of the internal combustion engine and the output shaft. 3 axis type power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from any of the two axes, and the third axis connected to the power storage means so as to be able to exchange electric power A rotation adjusting means including a generator capable of inputting / outputting power to the power supply, an electric motor connected to the power storage means so as to be able to exchange power, and capable of inputting / outputting power to / from the power shaft, and the power shaft and the drive shaft. And a transmission means for transmitting power with a change in the gear position between, and a control method of a drive device comprising:
When the rotation direction of the generator is different from the rotation directions of the internal combustion engine and the electric motor, the required drive required for the drive shaft with the consumption of electric power by the generator and the electric power generation by the electric motor From the state in which power running regeneration control is performed to control the internal combustion engine, the generator , the electric motor, and the transmission means so that a driving force based on force is output to the drive shaft, and the power running regeneration control is executed. When the shift means is upshifted so as to reduce the rotational speed of the power shaft with a change in the rotational direction of the generator, a driving force based on the required driving force is output to the driving shaft , Until the rotational direction of the generator is changed, the transmission means is upshifted by changing the rotational speed of the power shaft at a first change speed, and the rotational direction of the generator is changed. Been thereafter the said internal combustion engine and the generator and the electric motor so that the speed change means is an upshift by changing the rotational speed of the power shaft with the first change speed is greater than a second change rate Controlling the transmission means,
Control method of drive device.

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