JP2006250111A - Power output apparatus, automobile equipped with the same, and control method of power output apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress a shift shock of a transmission that shifts power from an electric motor and transmits it to a drive shaft.
When a shift request for a transmission is made in a state where positive torque is not output from an electric motor, an upshift is performed due to half-engagement of a brake of the transmission, or a downshift is performed in synchronization with the rotation speed of the electric motor. In this case, when the torque acting on the drive shaft changes in the positive direction (when the flag F is 1) (S180), the engine speed Ne is not equal to or higher than the predetermined speed Nref, and the battery output limit Wout is not increased. The target engine speed Ne * is adjusted so that the direct torque output from the engine to the drive shaft through the planetary gear mechanism is reduced by the first motor within a range not less than the predetermined value Wref (S190, S200) ( S210), controlling the engine and the two motors. As a result, the forward torque acting on the drive shaft at the time of shifting is canceled by the reduction of the direct torque, so that the shift shock can be suppressed.
[Selection] Figure 3

Description

  The present invention relates to a power output apparatus that outputs power to a drive shaft, an automobile that is mounted with the power output apparatus and that travels with an axle connected to the drive shaft, and a control method for the power output apparatus.

Conventionally, in this type of power output device, an output shaft of an internal combustion engine, a generator rotation shaft, and a drive shaft are connected to each rotating element of the planetary gear mechanism, and an electric motor is connected to the drive shaft via a transmission. Those mounted on hybrid vehicles have been proposed (see, for example, Patent Document 1). In this device, by changing the gear position of the transmission according to the vehicle speed, the power from the electric motor is changed to the power according to the vehicle speed and output to the drive shaft.
JP 2002-225578 A

  In the above-described power output apparatus, shift shock that may occur when changing the gear position of the transmission is not considered. For example, when the gear position is changed to the speed increasing side with the frictional engagement of the clutch, or when the gear position is changed to the deceleration side with the synchronization of the rotation speed of the electric motor, the drive shaft has an unexpected positive direction. There is a case where torque acts, which becomes a shift shock and causes the passenger to feel uncomfortable.

  The power output device of the present invention, an automobile equipped with the power output device, and a control method for the power output device are intended to suppress a shift shock when changing a gear ratio in the transmission device.

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

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of transmitting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
When changing the speed ratio in the speed change transmission means, if the driving force acting on the drive shaft from the speed change means side changes in the increasing direction along with the change, at least a part of the change is applied to the power power input. Gear ratio change time control for controlling the internal combustion engine, the electric power drive input / output means and the electric motor so as to be canceled by reducing the direct drive force directly transmitted from the internal combustion engine to the drive shaft via the output means And a means.

  In the power output device of the present invention, when the drive force acting on the drive shaft from the shift transmission means side changes in the increase direction when the speed ratio in the transmission means is changed, at least a part of this change occurs. Controls the internal combustion engine, the power power input / output means, and the electric motor so as to be canceled by reducing the direct drive force directly transmitted from the internal combustion engine to the drive shaft via the power power input / output means. Therefore, it is possible to suppress a shift shock when changing the gear ratio in the shift transmission means with a decrease in the direct drive force.

  In such a power output apparatus of the present invention, the speed change transmission means is a means capable of changing a speed change ratio by changing an engagement state of the engagement member, and the speed change ratio changing time control means is the engagement member. It is also possible to reduce the direct drive force while changing the speed ratio in the speed change transmission means to the speed increasing side with half engagement. If it carries out like this, the transmission shock at the time of changing a gear ratio to the acceleration side by the half engagement of an engaging member can be suppressed.

  Further, in the power output apparatus of the present invention, the speed ratio change time control means is the direct drive while the speed ratio in the speed change transmission means is changed to the deceleration side in synchronization with the rotation speed of the electric motor. It can also be a means of reducing force. If it carries out like this, the shift shock at the time of changing a gear ratio to the deceleration side by the synchronization of the rotation speed of the motor by the drive control of an electric motor can be suppressed.

  Further, in the power output device of the present invention, when the positive driving force is not output from the electric motor, the direct drive force is reduced when the transmission ratio is changed by the transmission transmission means instructed to change the transmission gear ratio. It can also be a means to make it. In this way, the driving force acting on the drive shaft from the transmission transmission means side changes in the increasing direction when changing the gear ratio despite the state in which no positive driving force is being output from the electric motor. The feeling of discomfort given can be suppressed.

  In the power output apparatus of the present invention, the speed change ratio changing control means may be means for reducing the direct drive force within a range in which the rotational speed of the internal combustion engine does not deviate from a predetermined rotational speed range. it can. By so doing, it is possible to prevent the internal combustion engine from rotating outside the predetermined rotational speed range by reducing the direct drive force.

  In the power output apparatus of the present invention, the speed change ratio control means may be means for reducing the direct drive force within a range of input / output restriction of the power storage means. By so doing, it is possible to suppress excessive power from being input to and output from the power storage means by reducing the direct drive force.

  In the power output apparatus of the present invention, the gear ratio change time control means is a means for controlling the direct drive force to decrease by changing the torque output from the electric power input / output means. You can also. In this case, the gear ratio change time control means may be means for reducing the direct drive force with a change in the rotational speed of the internal combustion engine.

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

The automobile of the present invention
The power output apparatus of the present invention according to any one of the above-described embodiments, that is, a power output apparatus that basically outputs power to a drive shaft, the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft Power power input / output means capable of transmitting at least part of the power from the internal combustion engine to the drive shaft by input / output of power and power, an electric motor capable of inputting / outputting power, and a changeable gear ratio Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft, power storage input / output means and power storage means capable of exchanging electric power with the motor, and a gear ratio in the transmission transmission means. When changing, when the driving force acting on the drive shaft from the shift transmission means side changes in the increasing direction along with the change, at least a part of the change is transmitted to the internal combustion engine via the electric power input / output means. From Equipped with a power output device comprising a gear ratio change time control means for controlling the internal combustion engine, the power power input / output means and the electric motor so as to be canceled by reducing the direct drive force directly transmitted to the drive shaft The gist is that the vehicle is driven with an axle connected to the drive shaft.

  In the automobile of the present invention, the power output device of the present invention according to any one of the above-described aspects is mounted, so that the same effect as the effect of the power output device of the present invention, for example, a reduction in direct drive force is reduced. The effect of suppressing the shift shock when changing the speed ratio in the means and the effect of reducing the direct drive force and the effect of suppressing the rotation of the internal combustion engine outside the normal rotation range and the direct drive force By reducing the power consumption, it is possible to obtain an effect of suppressing excessive charging / discharging of the power storage means.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, electric power input / output means connected to the output shaft and the drive shaft of the internal combustion engine and capable of transmitting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power; An electric motor capable of inputting / outputting power, transmission transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio, and exchange of electric power with the electric power input / output means and the electric motor. A power output device comprising a power storage means,
When changing the speed ratio in the speed change transmission means, if the driving force acting on the drive shaft from the speed change means side changes in the increasing direction along with the change, at least a part of the change is applied to the power power input. The gist is to control the internal combustion engine, the power drive input / output means, and the electric motor so as to cancel each other by reducing the direct drive force directly transmitted from the internal combustion engine to the drive shaft via the output means. .

  According to the control method for a power output apparatus of the present invention, when the gear ratio in the transmission unit is changed, when the driving force acting on the drive shaft from the transmission unit changes in the increasing direction, The internal combustion engine, the power power input / output means, and the electric motor are controlled so that at least a part of the fluctuation is canceled by reducing the direct drive force directly transmitted from the internal combustion engine to the drive shaft via the power power input / output means. Therefore, it is possible to suppress a shift shock when changing the gear ratio in the shift transmission means with a decrease in the direct drive force.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle.

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

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

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

  The transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to be able to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft 48 of the motor MG2. Is rotated at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). Note that when the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.

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

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, 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. The hybrid electronic control unit 70 outputs a drive signal to actuators (not shown) of the brakes B1 and B2 of the transmission 60. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

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

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly, the operation when changing the gear ratio 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 8 msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotation speeds Nm1, Nm2, remaining capacity SOC of battery 50, input / output limits Win and Wout of battery 50, gear ratio Gr of transmission 60, and the like are input (step S100). . Here, the rotation speed Ne of the engine 22 is detected by a rotation speed sensor (not shown) attached to the crankshaft 26 and input from the engine ECU 24 by communication. The rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are 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 and input from the motor ECU 40 by communication. did. As the remaining capacity SOC, a value calculated by the battery ECU 52 based on the charge / discharge current of the battery 50 detected by the current sensor is input from the battery ECU 52 by communication. The input / output limits Win and Wout are set by the battery ECU 52 based on the remaining capacity SOC, the battery temperature, and the like, and are input from the battery ECU 52 by communication. The gear ratio Gr of the transmission 60 is basically set such that either the gear ratio Ghi of the Hi gear or the gear ratio Glo of the Lo gear is the gear ratio Gr based on the state of the gear when the transmission ratio is changed. It is assumed that the gear ratio Gr is input as the gear ratio Gr, which is calculated by dividing the rotational speed Nm2 of the motor MG2 by the rotational speed Nr of the ring gear shaft 32a. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b based on the input accelerator opening Acc and the vehicle speed V and the engine 22 to output. The required power Pe * is set (step S110). Here, in the embodiment, 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 vehicle speed V, and the required torque Tr *. When the vehicle speed V is given, the corresponding required torque Tr * is derived from the stored map and set. An example of the required torque setting map is shown in FIG. Further, the required power Pe * is set by multiplying the required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and calculated by the sum of the charge / discharge required power Pb * of the battery 50 and the loss Loss. did. The charge / discharge required power Pb * can be set based on the remaining capacity SOC and the accelerator opening Acc.

  When the required power Pe * is set, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * and an operation line for operating the engine 22 efficiently (step S120). 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 by the intersection of the operation line and a curve with a constant required power Pe * (= Ne * × Te *).

  Next, it is determined whether the transmission gear ratio of the transmission 60 is being changed (during gear shifting processing) (step S130), and when it is determined that the gear shifting processing is not being performed, the gear ratio of the transmission 60 is changed. It is determined whether a shift request is made (step S140). Here, in the embodiment, the shift request is made at a predetermined timing based on the required torque Tr *, the vehicle speed V, and the current gear state of the transmission 60.

  When it is determined that the shift process is not being performed and no shift request is made, the target rotational speed Ne *, the rotational speed Nr (= k · V) of the ring gear shaft 32a set in step S120, and the gear ratio of the power distribution and integration mechanism 30 are determined. The target rotational speed Nm1 * of the motor MG1 is set by the following formula (1) using ρ, and the torque of the motor MG1 is calculated by the following formula (2) based on the set target rotational speed Nm1 * and the current rotational speed Nm1. Command Tm1 * is set (step S220). FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotating element of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotational speed of the sun gear 31, the C-axis indicates the rotational speed of the carrier 34, and the R-axis indicates the rotational speed Nr of the ring gear 32 (ring gear shaft 32a). As described above, since the rotation speed of the sun gear 31 is the rotation speed Nm1 of the motor MG1 and the rotation speed of the carrier 34 is the rotation speed Ne of the engine 22, the target rotation speed Nm1 * of the motor MG1 is the rotation speed of the ring gear shaft 32a. Based on Nr, the target rotational speed Ne * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30, it can be calculated by the equation (1). Therefore, the engine 22 can be rotated at the target rotational speed Ne * by setting the torque command Tm1 * so that the motor MG1 rotates at the target rotational speed Nm1 * and drivingly controlling the motor MG1. Here, Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “KP” in the second term on the right side is a gain of a proportional term. Yes, “KI” in the third term on the right side is the gain of the integral term. Note that the two thick arrows on the R axis in FIG. 6 are output from the engine 22 when the engine 22 is operated at the operation point of the target rotational speed Ne * and the target torque Te * while taking the reaction force from the motor MG1. Torque Te * transmitted to ring gear shaft 32a (hereinafter referred to as direct torque Ter (= −Tm1 * / ρ)) and torque Tm2 * output from motor MG2 act on ring gear shaft 32a. Torque.

Nm1 * = (Ne * ・ (1 + ρ) -k ・ V) / ρ (1)
Tm1 * = previous Tm1 * + KP (Nm1 * -Nm1) + KI∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are set, a request is made based on the required torque Tr *, the torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the transmission 60. In order to apply the torque Tr * to the ring gear shaft 32a, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by the following equation (3) (step S230). Equation (3) can be easily derived based on the alignment chart of FIG. Based on the input / output limits Win and Wout of the battery 50, the torque command Tm1 * of the motor MG1, the current rotational speed Nm1 of the motor MG1, and the rotational speed Nm2 of the motor MG2, the following expressions (4) and (5) To calculate torque limits Tm2min and Tm2max as lower and upper limits of torque that may be output from the motor MG2 (step S240), and compare the smaller of the temporary motor torque Tm2tmp and the torque limit Tm2max with the torque limit Tm2min. The larger of the two is set as the torque command Tm2 * for the motor MG2 (step S250). Thereby, torque command Tm2 * of motor MG2 can be set as a torque limited within the range of input / output limits Win and Wout of battery 50. When adjustment of torque command Tm2 * of motor MG2 is requested by downshift processing described later, the request is complied with regardless of torque command Tm2 * set in step S250 (step S260).

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S270), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  If it is determined in step S140 that a shift request has been made, it is determined whether the shift request is an upshift request for changing the gear state of the transmission 60 from Lo gear to Hi gear (step S150). If it is determined that the shift request is an upshift, an upshift process is started (step S160), and not the shift request for the upshift but the gear state of the transmission 60 is changed from Hi gear to Lo gear. If it is determined that it is a shift request, downshift processing is started (step S170). Here, the upshift process is performed by executing the upshift process illustrated in FIG. 7, and the downshift process is performed by executing the downshift process illustrated in FIG. Hereinafter, the description of the drive control routine of FIG. 3 will be interrupted, and these processes will be described in order.

  In the upshift process of FIG. 7, the CPU 72 of the hybrid electronic control unit 70 first inputs the currently set torque command Tm2 * of the motor MG2 (step S300), and disengages the brake B2 ( Step S310) The brake B1 is friction-engaged (Step S320), and it is determined whether or not the input torque command Tm2 * is equal to or less than 0 (Step S330). When it is determined that the torque command Tm2 * is not less than 0, the vehicle speed V and the rotational speed Nm2 of the motor MG2 are input (step S340), and the conversion factor is converted into the input vehicle speed V as shown in the following equation (6). The motor rotation speed Nm2 * of the motor MG2 after changing the gear ratio by changing the gear ratio Ghi of the Hi gear to the rotation speed Nr (= k · V) of the ring gear shaft 32a obtained by multiplying k After calculating (step S350) and waiting for the input rotation speed Nm2 to reach the calculated motor rotation speed Nm2 * vicinity (step S360), the brake B1 is completely engaged (step S440), and processing is performed. Exit. On the other hand, when it is determined that the torque command Tm2 * is 0 or less, it is determined that no positive torque is output from the motor MG2, and the process waits until the inertia phase is started (step S370). Here, whether or not the inertia phase has started can be determined based on a change in the rotational speed Nm2 of the motor MG2 (for example, a difference between the current rotational speed Nm2 of the motor MG2 and the previous rotational speed). When the inertia phase is started, a value 1 is set to the flag F set to 0 (step S380), the vehicle speed V and the rotation speed Nm2 of the motor MG2 are input (step S390), and the input vehicle speed V And the gear ratio Ghi of the Hi gear, the motor rotation speed Nm2 * after the shift is calculated by the above-described equation (6) (step S400), and the rotation speed Nm2 of the motor MG2 is changed after the shift by the friction engagement of the brake B1. After waiting for the motor speed Nm2 * to decrease to a speed obtained by adding a predetermined value α (step S410), the flag F set to the value 1 is returned to the value 0 (step S420). Thereafter, after waiting for the rotation speed Nm2 of the motor MG2 to reach the vicinity of the motor rotation speed Nm2 * after the shift (step S430), the brake B1 is completely engaged (step S440), and the process is terminated. An example of a collinear diagram of the transmission 60 during upshifting is shown in FIG. In the figure, the S1 axis indicates the rotational speed of the sun gear 61 of the double pinion planetary gear mechanism 60a, and the R1 and R2 axes indicate the rotational speeds of the ring gears 62 and 66 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b. The C1 and C2 axes indicate the rotational speeds of the carriers 64 and 68 of the double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b, which are the rotational speeds of the ring gear shaft 32a, and the S2 axis indicates the rotational speed of the motor MG2. The rotational speed of the sun gear 65 of the single-pinion planetary gear mechanism 60b is shown. As shown in the figure, in the Lo gear state, the brake B2 is on and the brake B1 is off. When the brake B2 is turned off from this state, the motor MG2 is disconnected from the ring gear shaft 32a. Here, when a positive torque is output from the motor MG2, the rotational speed tends to increase due to the positive torque, and when a negative torque is output from the motor MG2, the rotational speed tends to decrease due to the negative torque. However, when the brake B1 is friction-engaged, the rotational speed decreases regardless of whether the torque output from the motor MG2 is positive or negative. Then, when the rotational speed Nm2 of the motor MG2 becomes close to the rotational speed Nm2 * of the Hi gear, the brake B1 can be completely engaged to change the state to the Hi gear state. Thus, when the brake B1 is friction-engaged, the rotational speed of the motor MG2 decreases regardless of whether the torque output from the motor MG2 is positive or negative. Works. The flag F described above is a flag for determining a state in which a positive inertia torque acts on the ring gear shaft 32a when a positive torque is not output from the motor MG2 during upshifting. The timing is determined so that the value 1 is set from the start of the inertia phase to immediately before the change to the Hi gear state (predetermined value α).

  Nm2 * ＝ k ・ V ・ Ghi (6)

  In the downshift process of FIG. 9, the CPU 72 of the hybrid electronic control unit 70 first inputs the currently set torque command Tm2 * of the motor MG2 (step S500) and releases the engagement of the brake B1 (step S500). In step S510, it is determined whether or not the input torque command Tm2 * is equal to or less than 0 (step S520). When it is determined that the torque command Tm2 * is not equal to or less than 0, the vehicle speed V and the rotation speed Nm2 of the motor MG2 are input (step S530), and the conversion factor is converted into the input vehicle speed V as shown in the following equation (7). By multiplying the rotation speed Nr (= k · V) of the ring gear shaft 32a obtained by multiplying k by the gear ratio Glo of the Lo gear, the motor rotation speed Nm2 * of the motor MG2 after the shift is calculated (step S540). After waiting for the calculated rotation speed Nm2 to reach the vicinity of the calculated motor rotation speed Nm2 * (step S550), the brake B2 is engaged (step S650), and the process ends. On the other hand, when it is determined that the torque command Tm2 * is equal to or less than 0, it is determined that no positive torque is output from the motor MG2, and the adjustment torque Tset is set to the torque command Tm2 * in step S260 of the drive control routine of FIG. Adjustment of the torque command Tm2 * is started so as to be set (step S560). Here, the adjustment torque Tset is a positive torque necessary to synchronize the rotation speed Nm2 of the motor MG2 with the motor rotation speed Nm2 * after the shift. Then, it waits until the inertia phase is started (step S570), sets a value 1 to the flag F described above (step S580), and inputs the vehicle speed V and the rotational speed Nm2 of the motor MG2 (step S590). Based on the input vehicle speed V and the gear ratio Glo of the Lo gear, the motor rotation speed Nm2 * after the shift is calculated by the above-described equation (7) (step S600), and the rotation speed Nm2 of the motor MG2 is the motor rotation after the shift. Waiting for the number Nm2 * to rise to a value minus the predetermined value α (step S610), the flag F set to the value 1 is returned to the value 0 (step S620), and the torque command Tm2 * by the adjustment torque Tset is set. This adjustment is finished (step S630). Thereafter, after waiting for the rotation speed Nm2 of the motor MG2 to reach the vicinity of the motor rotation speed Nm2 * after the shift (step S640), the brake B2 is engaged (step S650), and the process ends. An example of a collinear diagram of the transmission 60 during downshifting is shown in FIG. As shown in the drawing, in the state of the Hi gear, the brake B1 is on and the brake B2 is off. When the brake B1 is turned off from this state, the motor MG2 is disconnected from the ring gear shaft 32a. Here, when a positive torque is output from the motor MG2, the rotational speed increases due to the positive torque, and when the positive torque is not output from the motor MG2, the rotational speed does not increase as it is, so the adjustment torque Tset is used. Force the number of revolutions to increase. When the rotation speed Nm2 of the motor MG2 reaches the vicinity of the motor rotation speed Nm2 * after the shift, the brake B2 can be engaged to change the Lo gear state. When the adjustment torque Tset is output from the motor MG2, the torque in the positive direction acts on the ring gear shaft 32a due to the inertia weight on the sun gear 61 side of the planetary gear mechanism 60a of the double pinion. When the flag F is downshifted, the adjustment torque Tset is output from the state in which no positive torque is output from the motor MG2, thereby determining the state in which such positive direction torque is acting on the ring gear shaft 32a. In the embodiment, the timing is determined so that the value 1 is set from the start of the inertia phase to immediately before the change to the Lo gear state (predetermined value α).

  Nm2 * ＝ k ・ V ・ Glo (7)

  Returning to the drive control routine of FIG. 3, after the upshift process or downshift process is started or when it is determined in step S130 of the routine executed after the next time that the shift process is being performed, the flag F is a value of 1 or not. (Step S180), it is determined whether or not the rotational speed Ne of the engine 22 is less than the predetermined rotational speed Nref (step S190) and whether or not the output limit Wout of the battery 50 is greater than or equal to the predetermined value Wref (step S200). If a negative determination is made in any of steps S180 to S200, the target rotational speed Nm1 * and torque of the motor MG1 are determined based on the target rotational speed Ne * of the engine 22 set in step S120 by the processing from step S220. The command Tm1 * and the torque command Tm2 * of the motor MG2 are set, the set values are transmitted to the engine ECU 24 and the motor ECU 40, and this routine is terminated. On the other hand, when a positive determination is made in any of steps S180 to S200, a value obtained by adding the rate ΔNe to the target rotational speed Ne * of the engine 22 previously set in this routine is set as a new target rotational speed Ne *. At the same time, the target rotational speed Ne * divided by the required power Pe * set in step S110 is set again as a new target torque Te * (step S210), and is reset by the processing after step S220. Based on the target rotational speed Ne *, the target rotational speed Nm1 * of the motor MG1, the torque command Tm1 *, and the torque command Tm2 * of the motor MG2 are set, and each set value is transmitted to the engine ECU 24 and the motor ECU 40, and this routine is terminated. To do. Thus, by adjusting the target rotational speed Ne * of the engine 22 at the rate ΔNe, the target rotational speed Nm1 * of the motor MG1 increases, so that the motor MG1 calculated by the above-described feedback relational expression (2) is increased. The torque command Tm1 * also changes in the positive direction. When the torque command Tm1 * changes in the positive direction, the direct torque Ter (= −Tm1 * / ρ) decreases as shown in FIG. 6 described above, so that the ring gear shaft is accompanied by the upshift processing and downshift processing described above. The torque in the positive direction acting on 32a can be canceled out. That is, the shift shock can be suppressed by reducing the direct torque Ter. This is why the target rotational speed Ne * of the engine 22 is reset at the rate ΔNe. The rate ΔNe determines the degree of change in the torque output from the motor MG1, that is, the degree by which the direct torque Ter is reduced. In the embodiment, a predetermined value is used. Of course, the forward torque acting on the ring gear shaft 32a is estimated based on the engagement torque of the brake B1 and the torque output from the motor MG2 during the upshift process, and from the motor MG2 during the downshift process. Based on the output torque (adjustment torque Tset), a change in the positive torque acting on the ring gear shaft 32a may be estimated, and the rate ΔNe may be set so that the estimated change in the positive torque is canceled out. . When the engine speed Ne is equal to or higher than the predetermined engine speed Nref, the target engine speed Ne * is not adjusted by the rate ΔNe because the target engine speed Ne * is adjusted in the positive direction of the torque command Tm1 *. Because the torque output from the motor MG1 may cause the engine 22 or the motor MG1 to rotate beyond its upper limit rotational speed, and if the torque output from the engine 22 is limited correspondingly, a shock will occur. is there. When the output limit Wout of the battery 50 is less than the predetermined value Wref, the target speed Ne * of the engine 22 is not adjusted by the rate ΔNe. The motor MG1 functions as an electric motor when the torque command Tm1 * is changed in the positive direction. This is because the battery 50 may be overdischarged when a positive torque is output from the motor MG2 with the adjustment torque Tset during the downshift and the motor MG2 also functions as an electric motor.

  FIG. 11 shows how the rotation speed Nm2 during the upshift, the output torque due to the adjustment torque Tset, the direct torque Tor, and the output torque of the ring gear shaft 32a change over time, and FIG. 12 shows the rotation speed Nm2 during the downshift. FIG. 3 shows the time variation of the output torque, direct torque Ter due to friction engagement of the brake B1 and the output torque of the ring gear shaft 32a. As shown in FIG. 11, when the inertia phase is started at time t1 due to the friction engagement of the brake B1 after the upshift process is started in the state where the positive torque is not output from the motor MG2, the gear is changed to the Hi gear. Until the time t2 immediately before the operation, a positive inertia torque by the brake B1 acts on the ring gear shaft 32a. In synchronization with this, the target rotational speed Ne * of the engine 22 is adjusted at a rate ΔNe to adjust the torque command Tm1. Since the direct torque Tor is reduced by changing * in the positive direction, the positive inertia torque acting on the ring gear shaft 32a is canceled and the shift shock is suppressed. Further, as shown in FIG. 12, the adjustment for synchronizing the rotational speed Nm2 of the motor MG2 with the rotational speed Nm2 * of the Lo gear after the downshift process is started in a state where no positive torque is output from the motor MG2. When the inertia phase is started at time t1 by the torque Tset, the torque in the positive direction acts on the ring gear shaft 32a by the adjustment torque Tset until time t2 immediately before the change to the Lo gear. Since the direct torque Tor is decreased by adjusting the target rotational speed Ne * of the engine 22 at the rate ΔNe and changing the torque command Tm1 * in the positive direction, the positive direction torque acting on the ring gear shaft 32a is canceled and the speed change is performed. Shock is suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when the torque acting on the ring gear shaft 32a changes in the positive direction when the transmission ratio of the transmission 60 is changed, the torque in the positive direction is generated by the engine 22 by the motor MG1. Since the direct torque Tor directly transmitted from the ring gear shaft 32a to the ring gear shaft 32a is canceled to cancel, a shift shock when changing the gear ratio can be suppressed. Moreover, when the rotational speed Ne of the engine 22 is equal to or higher than the predetermined rotational speed Nref or when the output limit Wout of the battery 50 is less than the predetermined value Wref, the direct torque Tor is not decreased, so the engine 22 and the motor MG1 have their upper rotational speeds set. Therefore, it is possible to suppress the rotation beyond the range and to suppress the battery 50 from being overdischarged.

  In the hybrid vehicle 20 of the embodiment, the direct torque Tor is not reduced when the rotational speed Ne of the engine 22 is equal to or higher than the predetermined rotational speed Nref. However, the larger the rotational speed Ne is, the smaller the rotational speed Ne is based on the rotational speed Ne of the engine 22. The rate ΔNe may be set in the trend to reduce the direct torque Ter.

  In the hybrid vehicle 20 of the embodiment, the direct torque Tor is not decreased when the output limit Wout of the battery 50 is less than the predetermined value Wref. However, the rate tends to decrease as the output limit Wout decreases based on the output limit Wout. ΔNe may be set to decrease the direct torque Ter.

  In the hybrid vehicle 20 of the embodiment, the direct torque Ter is decreased when changing the gear ratio in a state where the positive torque is not output from the motor MG2, but a slight positive torque is output from the motor MG2. It is also possible to reduce the direct torque Ter when changing the gear ratio in the state where

  In the hybrid vehicle 20 of the embodiment, the direct torque Tor is decreased by increasing the target rotational speed Ne * of the engine 22 and increasing the positive torque output from the motor MG1, but the target torque Te of the engine 22 is decreased. The direct torque Ter may be decreased by reducing *.

  In the hybrid vehicle 20 of the embodiment, the direct torque Tor is decreased when the torque acting on the ring gear shaft 32a changes in the positive direction in both the upshift process and the downshift process. The direct torque Tor may be decreased when the torque acting on the ring gear shaft 32a changes in the positive direction only in one process.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 that can change the gear ratio with two gear stages of the Hi gear and the Lo gear is used. However, the transmission is not limited to the two gear stages, and the three gear stages. It is good also as what is set as the above gear stage.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 13) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected).

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

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

  The present invention is applicable to the automobile industry.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a flowchart which shows an example of the drive control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 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 the operating line of the engine 22, target rotational speed Ne *, and target torque Te * are set. 3 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30. FIG. It is a flowchart which shows an example of an upshift process. It is explanatory drawing which shows an example of the alignment chart of the transmission 60 in the case of an upshift. It is a flowchart which shows an example of a downshift process. It is explanatory drawing which shows an example of the alignment chart of the transmission 60 in the case of a downshift. It is explanatory drawing which shows the mode of the time change of the output torque by the rotation speed Nm2 in the case of an upshift, the adjustment torque Tset, direct torque Ter, and the output torque of the ring gear shaft 32a. It is explanatory drawing which shows the mode of the time change of the output torque by the frictional engagement of the rotation speed Nm2 and the brake B1 at the time of downshift, direct torque Ter, and the output torque of the ring gear shaft 32a. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 37 gear mechanism, 38 differential gear, 39a, 39b drive wheel, 39c, 39b wheel, 40 motor electronic control unit (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 sun gear, 62 ring gear, 63a first pinion gear, 63b 2nd pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator Pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (12)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and capable of transmitting at least part of the power from the internal combustion engine to the drive shaft by input and output of power and power;
An electric motor that can input and output power;
Shift transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
When changing the speed ratio in the speed change transmission means, if the driving force acting on the drive shaft from the speed change means side changes in the increasing direction along with the change, at least a part of the change is applied to the power power input. Gear ratio change time control for controlling the internal combustion engine, the electric power drive input / output means and the electric motor so as to be canceled by reducing the direct drive force directly transmitted from the internal combustion engine to the drive shaft via the output means A power output apparatus comprising: means. The power output device according to claim 1,
The shift transmission means is a means capable of changing a gear ratio by changing an engagement state of an engagement member,
The speed ratio change time control means is means for reducing the direct drive force while changing the speed ratio in the speed change transmission means to the speed increasing side with half engagement of the engagement member. Output device.   2. The speed change ratio control means is means for reducing the direct drive force while changing the speed ratio in the speed change transmission means to the deceleration side in synchronization with the rotation speed of the electric motor. Or the power output device of 2.   The speed change ratio control means reduces the direct drive force when a speed ratio change instruction is given by the speed change transmission means when a positive driving force is not output from the electric motor and the speed ratio is changed. 4. The power output apparatus according to claim 1, wherein the power output apparatus is a means.   5. The power output apparatus according to claim 1, wherein the speed change ratio control means is means for reducing the direct drive force within a range in which the rotational speed of the internal combustion engine does not deviate from a predetermined rotational speed range.   6. The power output apparatus according to claim 1, wherein the speed change ratio control means is means for reducing the direct drive force within a range of input / output restriction of the power storage means.   The power output apparatus according to any one of claims 1 to 6, wherein the speed change ratio control means is means for reducing the direct drive force by changing a torque output from the electric power input / output means.   8. The power output apparatus according to claim 7, wherein the speed change ratio control means is means for reducing the direct drive force with a change in the rotational speed of the internal combustion engine.   The power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and the remaining power based on power input / output to any two of the three shafts. The power output apparatus according to any one of claims 1 to 8, wherein the power output apparatus includes a three-axis power input / output means for inputting / outputting power to / from one shaft and a generator capable of inputting / outputting power to / from the third shaft.   The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor The power output device according to any one of claims 1 to 8, wherein the power output device is a counter-rotor motor rotating by relative rotation with the two rotors.   An automobile mounted with the power output device according to any one of claims 1 to 10 and having an axle connected to the drive shaft. An internal combustion engine, electric power input / output means connected to the output shaft and the drive shaft of the internal combustion engine and capable of transmitting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power; An electric motor capable of inputting / outputting power, transmission transmission means for transmitting power between the rotating shaft of the electric motor and the drive shaft with a changeable gear ratio, and exchange of electric power with the electric power input / output means and the electric motor. A power output device comprising a power storage means,
When changing the speed ratio in the speed change transmission means, if the driving force acting on the drive shaft from the speed change means side changes in the increasing direction along with the change, at least a part of the change is applied to the power power input. Control of the internal combustion engine, the electric power power input / output means and the electric motor so as to be canceled by reducing direct drive force directly transmitted from the internal combustion engine to the drive shaft via the output means Method.

Images