JP2008221948A - POWER OUTPUT DEVICE, VEHICLE MOUNTING THE SAME, CONTROL METHOD FOR POWER OUTPUT DEVICE, DRIVE DEVICE, AND CONTROL METHOD FOR DRIVE DEVICE - Google Patents

Abstract

An object of the present invention is to suppress an increase in the temperature of an electric motor connected to a drive shaft via a transmission while suppressing an excessive burden on a power storage device.
A torque command for motors MG1 and MG2 is output so that a required torque is output to a ring gear shaft 32a as a drive shaft within a range of an output limit of a battery 50 with a change in a gear position of a transmission 60. The motors MG2 are driven in a high load region with a low rotational speed and high torque while the transmission 60 is in a Hi gear state, and the temperature of the motor MG2 and the inverter 42 is changed to a threshold value or higher. When the downshift of the machine 60 is requested, the motor MG2 and the ring gear shaft 32a are disconnected after waiting for the torque command of the motor MG2 set by the drive control to be equal to or greater than the predetermined rotation synchronization torque, and from the motor MG2. A downshift is performed by synchronizing the rotation speed of the motor MG2 with the rotation speed after the shift by the rotation synchronization torque.
[Selection] Figure 1

Description

  The present invention relates to a power output device that outputs power to a drive shaft, a vehicle equipped with the power output device, a method for controlling the power output device, a drive device that is mounted on a vehicle together with an internal combustion engine and a power storage unit, and controls the drive device. Regarding the method.

Conventionally, as this kind of power output device, there are two types of engines: an engine, a planetary gear mechanism connected to the output shaft and the drive shaft of the engine, a first motor connected to the planetary gear mechanism, and a Hi gear and a Lo gear. There has been proposed a motor including a second motor connected to a drive shaft via a transmission capable of switching between two shift speeds (see, for example, Patent Document 1). In this device, when the transmission is changed from the Hi gear state to the Lo gear state, that is, when downshifting is performed, a positive torque output from the electric motor with the drive shaft and the rotating shaft of the electric motor disconnected is used. A downshift is performed by synchronizing the rotation speed of the electric motor with the rotation speed after shifting and engaging the brake of the transmission after synchronization.
JP 2006-250111 A

  By the way, in the power output device of the type in which the electric motor is connected to the drive shaft via the above-described transmission, when the transmission is in the Hi gear state, the electric motor is driven at a lower rotational speed and higher torque than in the Lo gear state. Is done. For this reason, when the transmission is in a Hi gear state, the electric motor may continue to be driven in a relatively high torque region, and depending on the case, the temperature of the electric motor and its drive circuit may increase greatly. At this time, if the transmission is forcibly downshifted, the electric motor can be driven in a high-torque / low-torque region, so that an increase in temperature of the electric motor and its drive circuit can be suppressed. When downshifting, it is possible to change the torque output from the motor in order to suppress shift shock and synchronize the motor speed with the speed after the shift, and then engage the brake of the transmission. desirable. However, since the change in the torque output from the electric motor is accompanied by the change in charging / discharging of the battery, the battery may be discharged by excessive electric power in some cases. In particular, when the transmission is forcibly downshifted, the rotational speed of the electric motor is large, so that the power consumption when synchronizing the rotational speed of the electric motor becomes large, and the above-mentioned problem is greatly highlighted.

  The power output device of the present invention, a vehicle equipped with the power output device, a control method of the power output device, a drive device, and a control method of the drive device are configured so that an electric drive system including an electric motor is driven within a range of an appropriate temperature. Is one of the purposes. The power output device of the present invention, a vehicle equipped with the power output device, a control method of the power output device, a drive device, and a control method of the drive device are intended to drive the electric motor in a more appropriate drive region. One. The power output device of the present invention, the vehicle equipped with the power output device, the control method of the power output device, the drive device, and the control method of the drive device are one of the purposes to suppress the storage means from being discharged by excessive electric power. To do.

  In order to achieve at least a part of the above-described object, the power output device, the vehicle equipped with the power output device, the power output device control method, the drive device, and the drive device control method of the present invention 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;
It is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. Power is supplied to the drive shaft and the output shaft with input and output of electric power and power. Power input / output means capable of input / output;
An electric motor that can input and output power;
The clutch has a clutch capable of connecting and releasing the connection between the drive shaft and the rotating shaft of the electric motor, and changes the gear position by switching the engagement state of the clutch to transmit power between both shafts. Shift transmission means;
Power storage means for exchanging power with the motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Drive control means for drivingly controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the set required driving force is output to the drive shaft within the range of the output limit of the power storage means;
Temperature detecting means for detecting the temperature of the electric drive system including the electric motor; and when the detected temperature of the electric drive system is lower than a predetermined temperature, the shift stage of the shift transmission means is changed by establishment of a predetermined shift condition. When the detected temperature of the electric drive system is equal to or higher than the predetermined temperature, the driving force output from the electric motor is controlled by the drive control of the drive control means. The driving force output from the motor by the drive control in a state in which the connection between the driving shaft and the rotating shaft of the motor is released after waiting for the driving force to be greater than the driving force required for synchronizing the rotation speed of the motor So that the rotation speed of the electric motor is synchronized and, after the synchronization, the drive shaft and the rotation shaft of the electric motor are connected to each other by the engagement of the clutch so that the downshift is performed. And a shift speed control means for executing a high temperature control for controlling the means.

  In the power output apparatus of the present invention, when the temperature of the electric drive system including the electric motor is lower than a predetermined temperature, the shift transmission means is controlled so that the shift stage of the shift transmission means is changed by establishment of a predetermined shift condition. When the temperature of the electric drive system including the motor is equal to or higher than a predetermined temperature, it is output from the motor by the drive control of the motor for outputting the required driving force to the drive shaft within the output limitation range of the power storage means. The driving force output from the motor by the drive control in a state where the connection between the driving shaft and the rotating shaft of the motor is released after waiting for the driving force exceeding the driving force necessary for synchronizing the rotation speed of the motor to be released Control at high temperature is performed to control the shift transmission means so that the drive shaft and the rotation shaft of the motor are connected by the engagement of the clutch after the synchronization and the downshift is performed after the synchronization. Row. Accordingly, when the temperature of the electric drive system is equal to or higher than the predetermined temperature, the electric motor is driven with a relatively low torque. Therefore, the electric drive system including the electric motor is in the range of the appropriate temperature so that the electric motor is driven in a more appropriate drive region. Can be driven within. In addition, the driving force output from the electric motor by the drive control of the electric motor for outputting the required driving force to the drive shaft within the range of the output limit of the power storage means exceeds the driving force necessary for synchronizing the rotation speed of the electric motor. Since the downshift is performed after this, the power storage means can be prevented from being discharged by excessive electric power when the downshift is performed with the synchronization of the rotation speed of the electric motor. Here, the “clutch” includes a normal clutch that connects two rotating systems, and also includes a brake that fixes the rotating system to a fixed system such as a case (hereinafter the same).

  In such a power output apparatus of the present invention, the shift time control means provides, as the high temperature control, a driving force required to synchronize the rotation speed of the electric motor within the range of output limitation of the power storage means. When output is possible, drive control of the electric motor is performed so that a driving force required to synchronize the rotational speed of the electric motor is output from the electric motor in a state where the connection between the driving shaft and the rotary shaft of the electric motor is released. In addition, after the synchronization, the shift transmission means is controlled such that the drive shaft and the rotating shaft of the electric motor are connected by the engagement of the clutch to perform a downshift, and the output within the range of the output limit of the power storage means When the driving force necessary to synchronize the rotation speed of the electric motor cannot be output from the electric motor, it is output from the electric motor by the drive control of the drive control means. The power is output from the motor by the drive control in a state where the connection between the drive shaft and the rotary shaft of the motor is released after waiting for the power to exceed the driving force necessary for synchronizing the rotational speed of the motor. Means for controlling the shift transmission means so that the rotational speed of the electric motor is synchronized by the driving force, and after the synchronization, the drive shaft and the rotational shaft of the electric motor are connected by the engagement of the clutch to perform a downshift. It can also be assumed. In this way, when the temperature of the electric drive system is equal to or higher than the predetermined temperature, the shift transmission means can be downshifted more reliably within the range of the output limit of the power storage means.

  Further, in the power output apparatus according to the present invention, the shift time control means controls the high temperature control on the condition that the electric motor is driven within a predetermined low rotation speed high torque range by the drive control of the drive control means. It can also be a means for executing.

  Furthermore, in the power output apparatus of the present invention, the power power input / output means is connected to a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a drive shaft. And a means including a three-axis power input / output means for inputting / outputting power to the remaining one axis based on power input / output to / from any two of the three axes, 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 It may be a counter-rotor motor that outputs at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power by electromagnetic action with the second rotor.

The vehicle of the present invention
The power output apparatus of the present invention according to any one of the above-described aspects, that is, a power output apparatus that basically outputs power to the drive shaft, is connected to the internal combustion engine and the drive shaft and is driven. Power power input / output means connected to the output shaft of the internal combustion engine so as to be rotatable independently of the shaft and capable of inputting / outputting power to / from the drive shaft and the output shaft together with input / output of power and power; There is a motor capable of inputting / outputting power, and a clutch capable of connecting and releasing the connection between the drive shaft and the rotating shaft of the motor, and changing both gears by changing the engagement state of the clutch. Shift transmission means for transmitting power between shafts, power storage means for exchanging electric power with the motor, required drive force setting means for setting required drive force required for the drive shaft, and output limitation of the power storage means Within the range of Drive control means for driving and controlling the internal combustion engine, the electric power drive input / output means and the electric motor so that a driving force is output to the drive shaft; and temperature detection means for detecting the temperature of an electric drive system including the electric motor; When the detected temperature of the electric drive system is lower than a predetermined temperature, a normal time control is performed to control the shift transmission means so that the gear position of the shift transmission means is changed by establishment of a predetermined shift condition, When the detected temperature of the electric drive system is equal to or higher than the predetermined temperature, the drive force output from the electric motor by the drive control of the drive control means is equal to or higher than the drive force required for synchronizing the rotation speed of the electric motor. And the rotational speed of the electric motor is synchronized by the driving force output from the electric motor by the drive control in a state where the connection between the driving shaft and the rotary shaft of the electric motor is released. Power control comprising: a shift time control means for controlling the shift transmission means to control the shift transmission means so that the drive shaft and the rotating shaft of the motor are connected by the engagement of the clutch after synchronization and the downshift is performed. The gist is to run with an output device mounted and the drive shaft connected to the axle.

  In the vehicle according to the present invention, since the power output device according to any one of the above-described aspects is mounted, the same effect as the power output device according to the present invention, for example, an electric drive system including an electric motor is appropriate. The effect of being able to be driven within the temperature range, the effect of being able to drive the motor in a more appropriate drive region, and when downshifting with synchronization of the rotation speed of the motor It is possible to achieve an effect that can suppress the storage means from being discharged by excessive electric power.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be independently rotatable with respect to the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power A power input / output means capable of inputting / outputting power; an electric motor capable of inputting / outputting power; and a clutch capable of connecting and disconnecting the drive shaft and the rotating shaft of the motor; By changing the shift state, the transmission stage is changed to change the gear position, the transmission means for transmitting power between the two shafts, the storage means for exchanging power with the motor, and the required driving force required for the drive shaft is set. Drive control of the internal combustion engine, the electric power drive input / output unit, and the electric motor so that the set required drive force is output to the drive shaft within the range of the output limit of the required drive force setting unit and the power storage unit Drive control means to A method of controlling a power output apparatus including,
When the temperature of the electric drive system including the electric motor is lower than a predetermined temperature, a normal time control is performed to control the shift transmission means so that the shift stage of the shift transmission means is changed by establishment of a predetermined shift condition, When the temperature of the electric drive system is equal to or higher than the predetermined temperature, wait until the drive force output from the electric motor by the drive control of the drive control means becomes equal to or higher than the drive force necessary for synchronizing the rotation speed of the electric motor. When the connection between the drive shaft and the rotation shaft of the electric motor is released, the rotational speed of the electric motor is synchronized by the driving force output from the electric motor by the drive control, and the clutch is engaged after the synchronization. The high-temperature control for controlling the shift transmission means is executed such that the drive shaft and the rotating shaft of the electric motor are connected to each other to shift downshift.

  According to the control method of the power output apparatus of the present invention, when the temperature of the electric drive system including the electric motor is lower than the predetermined temperature, the shift transmission means is changed so that the shift stage of the shift transmission means is changed by establishment of a predetermined shift condition. When the temperature of the electric drive system including the electric motor is equal to or higher than a predetermined temperature, the electric motor drive control for outputting the required driving force to the drive shaft within the range of the output limit of the power storage means is performed. Waiting for the driving force output from the motor to exceed the driving force required to synchronize the rotational speed of the motor, the drive shaft outputs the motor by drive control in a state where the connection between the driving shaft and the motor rotating shaft is released. The transmission speed is controlled so that the rotational speed of the electric motor is synchronized by the driving force being applied and the downshift is performed by connecting the drive shaft and the rotational axis of the electric motor by the engagement of the clutch after the synchronization. To run at high temperature control. Accordingly, when the temperature of the electric drive system is equal to or higher than the predetermined temperature, the electric motor is driven with a relatively low torque. Therefore, the electric drive system including the electric motor is in the range of the appropriate temperature so that the electric motor is driven in a more appropriate drive region. Can be driven within. In addition, the driving force output from the electric motor by the drive control of the electric motor for outputting the required driving force to the drive shaft within the range of the output limit of the power storage means exceeds the driving force necessary for synchronizing the rotation speed of the electric motor. Since the downshift is performed after this, the power storage means can be prevented from being discharged by excessive electric power when the downshift is performed with the synchronization of the rotation speed of the electric motor.

The drive device of the present invention is
A drive device mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means to drive a drive shaft,
It is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. Power is supplied to the drive shaft and the output shaft with input and output of electric power and power. Power input / output means capable of input / output;
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power;
The clutch has a clutch capable of connecting and releasing the connection between the drive shaft and the rotating shaft of the electric motor, and changes the gear position by switching the engagement state of the clutch to transmit power between both shafts. Shift transmission means;
Required driving force setting means for setting required driving force required for the drive shaft;
Drive control means for drivingly controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the set required driving force is output to the drive shaft within the range of the output limit of the power storage means;
Temperature detecting means for detecting the temperature of the electric drive system including the electric motor; and when the detected temperature of the electric drive system is lower than a predetermined temperature, the shift stage of the shift transmission means is changed by establishment of a predetermined shift condition. When the detected temperature of the electric drive system is equal to or higher than the predetermined temperature, the driving force output from the electric motor is controlled by the drive control of the drive control means. The driving force output from the motor by the drive control in a state in which the connection between the driving shaft and the rotating shaft of the motor is released after waiting for the driving force to be greater than the driving force required for synchronizing the rotation speed of the motor So that the rotation speed of the electric motor is synchronized and, after the synchronization, the drive shaft and the rotation shaft of the electric motor are connected to each other by the engagement of the clutch so that the downshift is performed. And a shift speed control means for executing a high temperature control for controlling the means.

  In the drive device according to the present invention, when the temperature of the electric drive system including the electric motor is lower than a predetermined temperature, the normal time control for controlling the speed change transmission means so that the gear position of the speed change transmission means is changed by establishment of a predetermined speed change condition. When the temperature of the electric drive system including the electric motor is equal to or higher than a predetermined temperature, the electric power is output from the electric motor by drive control of the electric motor to output the required driving force to the drive shaft within the range of output limitation of the power storage means. The motor is driven by the driving force output from the motor by drive control in a state in which the connection between the driving shaft and the rotating shaft of the motor is released after waiting for the driving force to be equal to or greater than the driving force necessary for synchronizing the rotation speed of the motor. The high-speed control is performed to control the shift transmission means so that the drive shaft and the rotation shaft of the motor are connected by the engagement of the clutch after the synchronization and the downshift is performed after the synchronization. That. Accordingly, when the temperature of the electric drive system is equal to or higher than the predetermined temperature, the electric motor is driven with a relatively low torque. Therefore, the electric drive system including the electric motor is in the range of the appropriate temperature so that the electric motor is driven in a more appropriate drive region. Can be driven within. In addition, the driving force output from the electric motor by the drive control of the electric motor for outputting the required driving force to the drive shaft within the range of the output limit of the power storage means exceeds the driving force necessary for synchronizing the rotation speed of the electric motor. Since the downshift is performed after this, the power storage means can be prevented from being discharged by excessive electric power when the downshift is performed with the synchronization of the rotation speed of the electric motor.

The method for controlling the drive device of the present invention includes:
It is mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means, connected to a drive shaft and connected to an output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and to input and output electric power and power. Accordingly, electric power input / output means capable of inputting / outputting power to / from the drive shaft and the output shaft, an electric motor capable of exchanging electric power with the power storage means and capable of inputting / outputting power, and the drive shaft and the electric motor Shift transmission means having a clutch that can be connected to and released from the rotating shaft and changing the gear position by switching the engagement state of the clutch, and transmitting the power between the two shafts; and the drive shaft A required driving force setting means for setting a required driving force required for the internal combustion engine and the power power so that the set required driving force is output to the drive shaft within a range of an output limit of the power storage means. Input / output means and front A method of controlling a drive unit and a drive control means for driving and controlling the electric motor,
When the temperature of the electric drive system including the electric motor is lower than a predetermined temperature, a normal time control is performed to control the shift transmission means so that the shift stage of the shift transmission means is changed by establishment of a predetermined shift condition, When the temperature of the electric drive system is equal to or higher than the predetermined temperature, wait until the drive force output from the electric motor by the drive control of the drive control means becomes equal to or higher than the drive force necessary for synchronizing the rotation speed of the electric motor. When the connection between the drive shaft and the rotation shaft of the electric motor is released, the rotational speed of the electric motor is synchronized by the driving force output from the electric motor by the drive control, and the clutch is engaged after the synchronization. The high-temperature control for controlling the shift transmission means is executed such that the drive shaft and the rotating shaft of the electric motor are connected to each other to shift downshift.

  According to the control method of the drive device of the present invention, when the temperature of the electric drive system including the electric motor is lower than the predetermined temperature, the shift transmission means is changed so that the shift stage of the transmission means is changed by establishment of a predetermined shift condition. When the temperature of the electric drive system including the electric motor is equal to or higher than a predetermined temperature, the electric motor is controlled by the motor drive control for outputting the required driving force to the drive shaft within the range of the output limit of the power storage means. Waiting for the driving force output from the motor to exceed the driving force required to synchronize the rotation speed of the motor, the drive shaft outputs the motor by the drive control in a state where the connection between the driving shaft and the motor rotating shaft is released. The rotation speed of the electric motor is synchronized by the driving force being applied, and the shift transmission means is controlled so that the shift shaft is shifted down by connecting the drive shaft and the rotation shaft of the electric motor by the engagement of the clutch after the synchronization. To perform the time control. Accordingly, when the temperature of the electric drive system is equal to or higher than the predetermined temperature, the electric motor is driven with a relatively low torque. Therefore, the electric drive system including the electric motor is in the range of the appropriate temperature so that the electric motor is driven in a more appropriate drive region. Can be driven within. In addition, the driving force output from the electric motor by the drive control of the electric motor for outputting the required driving force to the drive shaft within the range of the output limit of the power storage means exceeds the driving force necessary for synchronizing the rotation speed of the electric motor. Since the downshift is performed after this, the power storage means can be prevented from being discharged by excessive electric power when the downshift is performed with the synchronization of the rotation speed of the electric motor.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / 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 the transmission 60, and a hybrid electronic control unit 70 for controlling the entire power output apparatus 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 disposed 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 of the front wheels of the vehicle via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38. Note that the three axes connected to the power distribution and integration mechanism 30 when viewed as a drive system are the crankshaft 26 that is the output shaft of the engine 22 connected to the carrier 34, and the rotation shaft of the motor MG1 that is connected to the sun gear 31. The ring gear shaft 32a as a drive shaft is connected to the sun gear shaft 31a and the ring gear 32 and mechanically connected to the drive wheels 39a and 39b.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2, the motor temperature Tm from the temperature sensor 45 that detects the temperature of the motor MG2, the inverter temperature Tinv from the temperature sensor 46 that detects the temperature of the inverter 42, and the like are input. The motor ECU 40 outputs switching control signals to the inverters 41 and 42. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

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

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to basic values of the input / output limits Win and Wout based on the battery temperature Tb, and are input to the output limiting correction coefficient based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  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 is provided with an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83. Accelerator opening degree Acc from the accelerator pedal position sensor 84 to be detected, brake position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, wheel speeds attached to the driving wheels 39a and 39b and driven wheels (not shown). The wheel speeds Vwa to Vwd from the sensors 88a to 88d, the drive shaft rotational speed Nr from the rotational speed sensor 32b attached to the ring gear shaft 32a as the drive shaft, and the like are input via the input port. Further, from the hybrid electronic control unit 70, drive signals to the actuators (not shown) of the brakes B1 and B2 of the transmission 60 are output through an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via 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. Note that the hybrid electronic control unit 70 of the embodiment calculates the vehicle speed V based on the wheel speeds Vwa to Vwd from the wheel speed sensors 88a to 88d by a vehicle speed calculation routine (not shown). As the vehicle speed V, for example, an average value of the wheel speeds Vwa to Vwd may be used, or three average values having a small wheel speed difference among the wheel speeds Vwa to Vwd may be used.

  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 the transmission 60 is in the Hi gear state will be described. First, drive control will be described, and then shift control of the transmission 60 will be described. FIG. 5 is a flowchart illustrating an example of a drive control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V, the rotational speeds Nm1, Nm2, and the rotational speed sensors of the motors MG1, MG2. A process of inputting data necessary for control, such as the drive shaft rotational speed Nr from 32b, the input / output limits Win and Wout of the battery 50, is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The vehicle speed V is calculated by reading the wheel speed Vwa to Vwd from the wheel speed sensors 88a to 88d and stored in a predetermined area of the RAM 76. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pe * required for the engine 22 is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 6 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the drive shaft rotational speed Nr and the charge / discharge required power Pb * required by the battery 50 and the loss Loss.

  When the required torque Tr * is set, next, a shift determination is performed to determine whether or not the transmission 60 should be shifted (step S120), and the input rotation speed Nm2 of the motor MG2 is set to the drive shaft rotation speed Nr. The gear ratio Gr of the transmission 60 is calculated by dividing (step S130). Details of the shift determination routine will be described later.

  Subsequently, the target rotational speed Ne * and the target torque Te * are set as operating points at which the engine 22 should be operated based on the set required power Pe * (step S140). This setting is performed based on an operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 7 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 *).

  When the target rotational speed Ne * and the target torque Te * of the engine 22 are set, the following equation (1) is obtained using the target rotational speed Ne * of the engine 22, the drive shaft rotational speed Nr, and the gear ratio ρ of the power distribution and integration mechanism 30. ) To calculate the target rotational speed Nm1 * of the motor MG1, and based on the calculated target rotational speed Nm1 * and the input rotational speed Nm1 of the motor MG1, a provisional value of the torque to be output from the motor MG1 by the equation (2) The temporary torque Tm1tmp is calculated (step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30 when traveling with the power output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the ring gear 32. The number Nr (drive shaft speed Nr) is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the transmission 60. Torque. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nr / ρ (1)
Tm1tmp = ρ ・ Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When provisional torque Tm1tmp of motor MG1 is set, torque limits Tm1min and Tm1max are set as upper and lower limits of torque that may be output from motor MG1 that satisfies both equations (3) and (4) (step S160). The provisional torque Tm1tmp is limited by the torque limits Tm1min and Tm1max according to the equation (5), and the torque command Tm1 * of the motor MG1 is set (step 170). Here, Expression (3) is a relationship in which the sum of torques output to the ring gear shaft 32a by the motor MG1 and the motor MG2 is within a range from the value 0 to the required torque Tr *, and Expression (4) is the relationship with the motor MG1. This is a relationship in which the sum of the electric power input and output by the motor MG2 is within the range of the input and output limits Win and Wout. An example of the torque limits Tm1min and Tm1max is shown in FIG. The torque limits Tm1min and Tm1max can be obtained as the maximum value and the minimum value of the torque command Tm1 * in the region indicated by the oblique lines in the figure.

0 ≦ −Tm1 / ρ + Tm2, Gr ≦ Tr * (3)
Win ≦ Tm1 / Nm1 + Tm2 / Nm2 ≦ Wout (4)
Tm1 * = max (min (Tm1tmp, Tm1max), Tm1min) (5)

  Subsequently, the torque command Tm1 * set to the required torque Tr * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the speed ratio Gr of the transmission 60 to be output from the motor MG2. Is calculated by the following equation (6) (step S180), and the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * are multiplied by the rotational speed Nm1 of the motor MG1. Torque limits Tm2min and Tm2max 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 are expressed by the following equation (7). And the calculated temporary torque Tm2tmp is limited by the equation (9) and calculated by the equation (8) (step S190). M2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S200). Here, Expression (3) can be easily derived from the alignment chart of FIG.

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (6)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (7)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (8)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (9)

  Then, it is determined whether or not the transmission 60 is being downshifted (step S210). When the transmission 60 is being downshifted, the torque command Tm2 * of the motor MG2 is determined by a shift determination routine described later. It is determined whether or not the torque command Tm2 * is reset (step S220). When the torque command Tm2 * is reset, the torque Tm2set is set to the torque command Tm2 * (step S230). If the torque command Tm2 * of the motor MG2 is not reset even when the downshift is not being performed or during the downshift, the process proceeds to the next process.

  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 S240), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * controls the intake air amount in the engine 22 so that the engine 22 is operated at the operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as fuel injection control and 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. By such control, the engine 22 can be efficiently operated within the range of the input / output limits Win and Wout of the battery 50, and the required torque Tr * can be output to the ring gear shaft 32a as a drive shaft to travel.

  Next, the shift control of the transmission 60 will be described. The shift control of the transmission 60 is a downshift shift control routine illustrated in FIG. 10 when it is determined by the shift determination in step S120 in FIG. 5 that either an upshift or a downshift is performed. This is performed by executing a non-upshift shift control routine. FIG. 11 shows an example of an alignment chart of the transmission 60 at the time of upshift and downshift. 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, the upshift can be performed by turning off the brake B2 and turning on the brake B1 from the state where the brake B1 is off and the brake B2 is on, and the downshift is performed when the brake B1 is on. This can be done by turning off the brake B1 and turning on the brake B2 from the state where B2 is off. Hereinafter, for convenience of description, first, the shift control of the transmission 60 will be described, and then the details of the shift determination will be described. The upshift shift control routine will not be described in detail because it does not form the core of the present invention.

  When the downshift control routine of FIG. 10 is executed, the CPU 72 of the hybrid electronic control unit 70 first turns off the brake B1 (step S300). Since this state is a state in which the brake B1 is turned off and the brake B2 is turned off, the motor MG2 and the ring gear shaft 32a are disconnected. Then, the number of revolutions Nm2tg of the motor MG2 after the downshift according to the following equation (10) obtained by multiplying the number of revolutions Nm2 of the motor MG2 by the gear ratio Glo of the Lo gear of the transmission 60 and the gear ratio Ghi of the Hi gear. (Step S310), the torque command Tm2 * of the motor MG2 set in step S200 of the drive control routine is compared with the rotation synchronization torque Tm2set (step S320), and when the torque command Tm2 * is equal to or greater than the rotation synchronization torque Tm2set After waiting for the rotation speed Nm2 of the motor MG2 to reach the vicinity of the rotation speed Nm2tg after the shift calculated in step S310 (steps S380 and S390), the brake B2 is completely turned on (step S400), and this routine is terminated. To do. Here, the rotation synchronization torque Tm2set is a positive torque necessary to synchronize the rotation speed Nm2 of the motor MG2 with the rotation speed Nm2tg after the shift in a state where the motor MG2 and the ring gear shaft 32a are disconnected. Therefore, in this case, when the brake B1 is turned off and the motor MG2 and the ring gear shaft 32a are disconnected, the torque of the motor MG2 is generated by the torque output from the motor MG2 based on the torque command Tm2 * set in step S200 of the drive control routine. The rotational speed Nm2 rises, and when the rotational speed Nm2 reaches the vicinity of the rotational speed Nm2tg after the shift, the brake B2 is turned on to perform a downshift.

  Nm2tg = Nm2 ・ Glo / Ghi (10)

  When the torque command Tm2 * of the motor MG2 is less than the rotation synchronization torque Tm2set, the power generation power Pm1 of the motor MG1 is calculated by multiplying the torque command Tm1 * of the motor MG1 set in step S170 of the drive control routine by the rotation speed Nm1. (Step S330), the rotation synchronization power Pm2 * is calculated by multiplying the rotation synchronization torque Tm2set of the motor MG2 by the rotation speed Nm2tg of the motor MG2 after the shift (Step S340), and the rotation synchronization of the generated power Pm1 of the motor MG1 and the rotation of the motor MG2 is calculated. The sum of the power Pm2 * and the output limit Wout of the battery 50 are compared (step S350). When the sum of the generated power Pm1 and the rotation synchronization power Pm2 * is equal to or less than the output limit Wout, it is determined that the rotation synchronization torque Tm2set can be output from the motor MG2 within the range of the output limit Wout of the battery 50. The torque command Tm2 * of MG2 is reset to the rotation synchronization torque Tm2set (step S360). In this case, in step S230 of the drive control routine, the rotation synchronization torque Tm2set is reset to the torque command Tm2 *, the reset torque command Tm2 * is transmitted to the motor ECU 40, and the motor ECU 40 that has received the torque command Tm2 * The motor MG2 is controlled by the torque command Tm2 * (rotational synchronization torque Tm2set). Then, after waiting for the rotation speed Nm2 of the motor MG2 to reach the vicinity of the rotation speed Nm2tg after the shift (steps S380 and S390), the brake B2 is completely turned on (step S400), and this routine is finished.

  On the other hand, when the sum of the power generation power Pm1 and the rotation synchronization power Pm2 * is larger than the output limit Wout, when the rotation synchronization torque Tm2set is output from the motor MG2, the power is output from the battery 50 exceeding the output limit Wout. Determination is made and the brake B2 is frictionally engaged (step S370). In this case, only a torque less than the rotation synchronization torque Tm2set is output from the motor MG2, but the rotational speed Nm2 of the motor MG2 increases by engaging the brake B2. Then, after waiting for the rotation speed Nm2 of the motor MG2 to reach the vicinity of the rotation speed Nm2tg after the shift (steps S380 and S390), the brake B2 is completely turned on (step S400), and this routine is finished. The downshift transmission control routine has been described above.

  Next, the shift determination routine illustrated in FIG. 12 executed in step S120 of the drive control routine of FIG. 5 will be described. When the shift determination routine in FIG. 12 is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the motor temperature Tm from the temperature sensor 45 and the inverter temperature Tinv from the temperature sensor 46 (step S500). It is determined whether or not the motor temperature Tm is less than the threshold value T1, and whether or not the input inverter temperature Tinv is less than the threshold value T2 (step S510). Here, the threshold values T1 and T2 are determined as values slightly smaller than the upper limit of the appropriate temperature range in which the motor MG2 and the inverter 42 can function normally, and are set according to the specifications of the motor MG2 and the inverter 42.

  When it is determined that the motor temperature Tm is less than the threshold value T1 and the inverter temperature Tinv is less than the threshold value T2, the value 0 is set to the motor state determination flag F indicating whether the motor MG2 and the inverter 42 are driven within the appropriate temperature range. (Step S520) When the motor temperature Tm is determined to be equal to or higher than the threshold value T1 or the inverter temperature Tinv is determined to be equal to or higher than the threshold value T2, a value 1 is set to the motor state determination flag F (Step S530).

  Subsequently, the current speed n of the transmission 60 is checked (step S540). When the current speed n is the Lo gear, the required torque Tr * and the vehicle speed V exceed the Lo-Hi shift line and fall within the Lo-Hi region. It is determined whether or not there is (step S550). The current shift stage n can be checked by inputting the state of a flag that is set as the shift stage after the shift when the upshift shift control routine or the downshift shift control routine is executed. An example of the Lo-Hi shift line and the Hi-Lo shift line is shown in FIG. When it is within the Lo-Hi region, the upshift of the transmission 60 is determined (step S560), and this routine is terminated. In this case, an upshift transmission control routine is executed. Note that when not in the Lo-Hi area, this routine is terminated as it is.

  On the other hand, when the current speed n of the transmission 60 is Hi gear, it is determined whether or not the vehicle speed V falls below the Hi-Lo shift line and is within the Hi-Lo region (step S570). If there is, the downshift of the transmission 60 is determined (step S640), and this routine is terminated. In this case, the downshift control routine of FIG. 10 is executed. On the other hand, when it is not in the Hi-Lo region, it is determined whether or not the torque Tm2 * and the rotational speed Nm2 of the motor MG2 set in step S200 of the drive control routine are in a predetermined high load region (step S580). When in the high load region, it is determined whether or not the motor state determination flag F is 1 (whether the motor temperature Tm is equal to or higher than the threshold T1 or the inverter temperature Tinv is equal to or higher than the threshold T2) (step S590). An example of the high load region is shown in FIG. As shown in the figure, this high load region is defined as a region where the motor MG2 is driven at a relatively low rotational speed and high torque of the rotational speed Nm2ref or less. Therefore, if the state where the motor MG2 is driven in the high load region continues, the temperature of the motor MG2 and the inverter 42 may increase greatly. The rotational speed Nm2ref is a rotational speed determined based on the drive region of the motor MG2 when the transmission 60 is in the Hi gear state.

  When the motor MG2 is driven within a predetermined high load region and the motor state determination flag F is 1, the motor MG2 torque command Tm2 * set in step S200 of the drive control routine is compared with the rotation synchronization torque Tm2set ( In step S600), when the torque command Tm2 * is equal to or greater than the rotation synchronization torque Tm2set, a downshift is determined (step S640), and this routine is terminated. When the torque command Tm2 * is less than the rotation synchronization torque Tm2set, the driving shown in FIG. The torque command Tm1 * of the motor MG1 set in step S170 of the control routine is multiplied by the rotation speed Nm1 to calculate the generated power Pm1 output from the motor MG1 (step S610), and the motor MG2 rotation synchronization torque Tm2set is calculated by the motor MG2. Transmission at MG2 speed Nm2 The rotation synchronous power Pm2 * of the motor MG2 is calculated by multiplying by the gear ratio Glo of the Lo gear of 0 and dividing by the gear ratio Ghi of the Hi gear (rotational speed Nm2tg after shifting) (step S620), and the motor MG1 Is compared with the output power limit Wout of the battery 50 (step S630), and the sum of the generated power Pm1 and the rotational synchronization power Pm2 * is output. If it is less than or equal to the limit Wout, a downshift is determined (step S640), and this routine is terminated. In these cases, although not in the Hi-Lo region, the downshift transmission control routine of FIG. 10 is forcibly executed. As described above, when the motor MG2 is driven in a high load region and the motor state determination flag F is a value 1, the temperature of the motor MG2 and the inverter 42 may increase significantly. If the gear is changed from Lo to Lo, the motor MG2 can be changed from a state where the motor MG2 is driven at a low rotational speed and a high torque to a state where the motor MG2 is driven at a high rotational speed and a low torque. Can be suppressed. At this time, if it is determined in step S600 of the shift determination routine that the torque command Tm2 * of the motor MG2 is greater than or equal to the rotation synchronization torque Tm2set, the same determination is made in step S320 of the downshift control routine, and the downshift in steps S380 to S400 is performed. When a shift is performed and it is determined in step S630 of the shift determination routine that the sum of the generated power Pm1 and the rotational synchronization power Pm2 * is equal to or less than the output limit Wout, the same determination is also made in step S350 of the downshift control routine. Thus, the downshift in steps S360 and S380 to S400 is performed. Therefore, the battery 50 is not output exceeding the output limit Wout when performing a downshift.

  If it is determined in step S600 that the torque command Tm2 * of the motor MG2 is less than the rotation synchronization torque Tm2set and it is determined in step S630 that the sum of the generated power Pm1 and the rotation synchronization power Pm2 * is greater than the output limit Wout. Then, this routine is terminated without determining the downshift. Therefore, when the motor MG2 is driven within a predetermined high load region and the motor state determination flag F is a value 1, a torque command Tm2 * equal to or greater than the rotation synchronization torque Tm2set is set in step S200 of the drive control routine of FIG. The downshift is awaited until it is determined in step S570 of the shift determination routine of FIG. Since the case where the downshift is forcibly requested without being in the Hi-Lo region is now considered, the rotational speed Nm2 of the motor MG2 and the rotational speed Nr of the drive shaft are relatively large. . When the downshift transmission control routine of FIG. 10 is executed in this state, the rotational synchronization power Pm2 * becomes relatively large, and when the sum of the generated power Pm1 and the rotational synchronization power Pm2 * is greater than the output limit Wout, the motor Instead of outputting the rotation synchronization torque Tm2set from MG2, the brake B2 is frictionally engaged in step S370, but when the drive shaft rotation speed Nr is large, the rotation speed (double pinion) on the R1 and R2 axes shown in FIG. The number of rotations of the ring gears 62 and 66 of the planetary gear mechanism 60a and the single-pinion planetary gear mechanism 60b is also increased, so that the brake B2 generates heat and, in some cases, seizure occurs in the brake B2. In the embodiment, when the sum of the power generation power Pm1 and the rotation synchronization power Pm2 * is larger than the output limit Wout, the torque command Tm2 * set in step S200 of the drive control routine is equal to or greater than the rotation synchronization torque Tm2set. By waiting and performing the downshift, the occurrence of a malfunction in the brake B2 described above is suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, when the transmission 60 is in the Hi gear state, the motor MG2 is driven in a high load region of low rotation speed and high torque and the motor temperature Tm is equal to or higher than the threshold value T1. When the inverter temperature Tinv is equal to or higher than the threshold value T2 and a downshift is requested, it waits for the torque command Tm2 * of the motor MG2 set in step S200 of the drive control routine to be equal to or higher than the rotation synchronization torque Tm2set. After that, the motor MG2 and the ring gear shaft 32a are separated from each other, and when the rotational speed Nm2 of the motor MG2 is synchronized with the rotational speed Nm2tg after the shift by the torque equal to or higher than the rotational synchronization torque Tm2set from the motor MG2, the brake B1 is turned on and the downshift is performed. With the synchronization of the rotational speed Nm2 of the motor MG2. It can power exceeding output limit Wout when Unshifuto shift is prevented from brake B2 or output from the battery 50 or fever. Of course, since the downshift is performed, the motor MG2 can be changed from the low rotation number high torque state to the high rotation number low torque state, and the temperature rise of the motor MG2 and the inverter 42 can be suppressed. When the sum of the generated power Pm1 of the motor MG1 and the rotational synchronization power Pm2 * necessary for synchronizing the rotational speed Nm2 of the motor MG2 is equal to or less than the output limit Wout, the motor MG2 set in step S200 of the drive control routine. When the rotational speed Nm2 of the motor MG2 is synchronized with the rotational speed Nm2tg after the shift by the rotational synchronous torque Tm2set output from the motor MG2, the torque command Tm2 * is reset to the rotational synchronous torque Tm2set. Since the shift shift is performed, the downshift can be performed more quickly within the range of the output limit Wout of the battery 50.

  In the hybrid vehicle 20 of the embodiment, it is determined whether or not the transmission 60 is forcibly downshifted based on the motor temperature Tm and the inverter temperature Tinv. However, the transmission is based only on the motor temperature Tm. It may be determined whether or not 60 is forcibly downshifted, or it may be determined whether or not the transmission 60 is forcibly downshifted based only on the inverter temperature Tinv.

  In the hybrid vehicle 20 of the embodiment, torque limits Tm1min and Tm1max for limiting the temporary torque Tm1tmp of the motor MG1 within the range satisfying the above-described formulas (3) and (4) are obtained, and the torque command Tm1 * of the motor MG1 is set. At the same time, the torque limits Tm2min and Tm2max are obtained from the equations (7) and (8), and the torque command Tm2 * of the motor MG2 is set. The motor torque Tm1tmp is set as it is as the torque command Tm1 * of the motor MG1, and the torque limit Tm2min and Tm2max are obtained from the equations (7) and (8) using the torque command Tm1 *. Tm2 * may be set. In addition, any method may be used as long as the torque commands Tm1 * Tm2 * of the motors MG1, MG2 are set within the range of the input / output limits Win, Wout of the battery 50 based on the required torque Tr. .

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

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the transmission 60 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. To be connected to an axle (an axle connected to wheels 39c and 39d in FIG. 16) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 39a and 39b are connected). It is good.

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

  In 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, or a drive device incorporated in the power output device together with an engine and a battery may be used. Furthermore, it is good also as a form of the control method of such a power output device.

  Here, the correspondence between the main elements of the embodiment 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”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “power power input / output means”, the motor MG2 corresponds to “electric motor”, and the transmission 60 It corresponds to “transmission transmission means”, the battery 50 corresponds to “power storage means”, and the hybrid electronic control unit 70 that executes the processing of step S110 of the drive control routine of FIG. 5 corresponds to “required driving force setting means”. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are set so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the output limit Wout of the battery 50, and the motor MG1, MG2 torque commands Tm1 *, Tm2 * are set and transmitted to the engine ECU 24 and the motor ECU 40 in steps S140 to S200, S240. The hybrid electronic control unit 70 that executes the control, the engine ECU 24 that controls the operation of the engine 22 based on the received target rotational speed Ne * and the target torque Te *, and the motor MG2 based on the received torque command Tm2 *. The motor ECU 40 corresponds to “drive control means”, the temperature sensors 45 and 46 correspond to “temperature detection means”, and when the motor MG2 is not driven in a predetermined high load region or the motor temperature Tm is less than the threshold value T1. When the inverter temperature Tinv is less than the threshold value T2, an upshift or downshift is performed based on the required torque Tr *, the vehicle speed V, the Lo-Hi shift line, and the Hi-Lo shift line, and the motor MG2 Driven in the load region, the motor temperature Tm is equal to or higher than the threshold value T1, or the inverter temperature Tinv is equal to or higher than the threshold value T2. Sometimes, after waiting for the torque command Tm2 * of the motor MG2 set in step S200 of the drive control routine to become equal to or greater than the rotation synchronization torque Tm2set, the motor MG2 and the ring gear shaft 32a are separated and at least equal to the rotation synchronization torque Tm2set from the motor MG2. When the rotational speed Nm2 of the motor MG2 is synchronized with the rotational speed Nm2tg after the shift by the torque of the engine, the hybrid electronic that executes the shift control routine of FIG. 10 and the shift determination routine of FIG. The control unit 70 and the motor ECU 40 correspond to “shift control means”. The motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. Further, the counter-rotor motor 230 also corresponds to “power power input / output means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “power power input / output means” is not limited to a combination of the power distribution and integration mechanism 30 and the motor MG1 or the counter-rotor motor 230, but is connected to the drive shaft and is connected to the drive shaft. As long as it is independently connected to the output shaft of the internal combustion engine and outputs at least part of the power from the internal combustion engine to the drive shaft by the input and output of electric power and power, it does not matter. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor that can input and output power, such as an induction motor. The “transmission transmission means” is not limited to the transmission 60 that can change gears with two speeds of Hi and Lo, but the motor rotation such as a transmission that changes gears with three or more speeds. As long as the power is shifted and transmitted between the shaft and the drive shaft with a change in the gear position, any configuration may be used. The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a power power input / output means such as a capacitor and an electric motor. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. As long as the required driving force required for the drive shaft is set, such as those for which the required torque is set based on the travel position on the travel route, such as those for which the travel route is set in advance It doesn't matter. The “drive control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. As the "shift control means", the temperature sensors 45 and 46 correspond to "temperature detection means", and when the motor MG2 is not driven in a predetermined high load region or when the motor temperature Tm is less than the threshold T1 and the inverter temperature Tinv Is less than threshold value T2, upshift or downshift is executed based on required torque Tr *, vehicle speed V, Lo-Hi shift line, and Hi-Lo shift line, and motor MG2 is driven in a predetermined high load region. When the motor temperature Tm is equal to or higher than the threshold T1 or the inverter temperature Tinv is equal to or higher than the threshold T2, the torque command Tm2 * of the motor MG2 set in step S200 of the drive control routine of FIG. 5 is equal to or higher than the rotation synchronization torque Tm2set. Waiting for the motor MG2 and the brake B1 to turn off and disconnect the ring gear shaft 32a as the drive shaft The present invention is not limited to the one in which the rotation speed Nm2 of the motor MG2 is synchronized with the rotation speed Nm2tg after the shift by the rotation synchronization torque Tm2set, and after the synchronization, the brake B2 is turned on and the downshift is performed. When the temperature of the shift transmission means is less than the predetermined temperature, a normal control is performed to control the transmission transmission means so that the transmission speed of the transmission transmission means is changed with synchronization of the rotation speed of the motor when a predetermined transmission condition is satisfied. When the temperature of the drive system is equal to or higher than a predetermined temperature, the drive power output from the motor by the drive control of the drive control means waits for the drive power required to synchronize the rotation speed of the motor to wait for the drive shaft and the motor to The rotational speed of the motor is synchronized and synchronized by the driving force output from the motor by drive control in the state where the connection with the rotating shaft is released. But it may be of any type intended to run at high temperature control for controlling the speed change-transmission to the rotary shaft of the drive shaft and the electric motor is connected to downshift by the engagement of the clutch after. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but a mechanism using a double pinion planetary gear mechanism or a combination of a plurality of planetary gear mechanisms and four or more shafts. Connected to the three shafts, such as those connected to the shaft and those having a different operation action from the planetary gear such as a differential gear, and connected to the three shafts of the drive shaft, the output shaft, and the rotating shaft of the generator. As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the interpretation of the invention described in the column of means for solving the problem 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 problem. It is only a specific example.

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

  The present invention can be used in the manufacturing industry of power output devices, vehicles, and drive devices.

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. 4 is an explanatory diagram illustrating an example of a configuration of a transmission 60. FIG. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30 when power is output from an engine 22; It is explanatory drawing explaining a mode that torque limitation Tm1min and Tm1max are set. It is a flowchart which shows an example of the downshift transmission control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the alignment chart of the transmission 60 in the case of an upshift speed change and a downshift speed change. It is a flowchart which shows an example of the shift determination routine performed by the electronic control unit for hybrid 70 of an Example. It is explanatory drawing which shows an example of the shift map. It is explanatory drawing which shows an example of the high load area | region of motor MG2. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 31a sun gear shaft, 32 ring gear, 32a ring gear shaft, 32b Rotational speed sensor, 33 pinion gear, 34 carrier, 37 gear mechanism, 38 differential gear, 39a, 39b driving wheel, 39c, 39d wheel, 40 electronic control unit for motor (motor ECU), 41, 42 inverter, 43, 44 rotational position Detection sensor, 45, 46 Temperature sensor, 50 Battery, 52 Electronic control unit (battery ECU) for battery, 54 Electric power line, 60 Transmission, 60a Planetary gear mechanism of double pinion, 60b Single pinio Planetary gear mechanism, 61, 65 sun gear, 62, 66 ring gear, 63a first pinion gear, 63b second pinion gear, 64, 68 carrier, 67 pinion gear, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88a-88d wheel speed sensor, 230 to rotor motor, 232 inner rotor 234 outer rotor , MG1, MG2 motor, B1, B2 brake.

Claims (9)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
It is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. Power is supplied to the drive shaft and the output shaft with input and output of electric power and power. Power input / output means capable of input / output;
An electric motor that can input and output power;
The clutch has a clutch capable of connecting and releasing the connection between the drive shaft and the rotating shaft of the electric motor, and changes the gear position by switching the engagement state of the clutch to transmit power between both shafts. Shift transmission means;
Power storage means for exchanging power with the motor;
Required driving force setting means for setting required driving force required for the drive shaft;
Drive control means for drivingly controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the set required driving force is output to the drive shaft within the range of the output limit of the power storage means;
Temperature detecting means for detecting the temperature of the electric drive system including the electric motor; and when the detected temperature of the electric drive system is lower than a predetermined temperature, the shift stage of the shift transmission means is changed by establishment of a predetermined shift condition. When the detected temperature of the electric drive system is equal to or higher than the predetermined temperature, the driving force output from the electric motor is controlled by the drive control of the drive control means. The driving force output from the motor by the drive control in a state in which the connection between the driving shaft and the rotating shaft of the motor is released after waiting for the driving force to be greater than the driving force required for synchronizing the rotation speed of the motor So that the rotation speed of the electric motor is synchronized and, after the synchronization, the drive shaft and the rotation shaft of the electric motor are connected to each other by the engagement of the clutch so that the downshift is performed. A power output device comprising: a shift time control means for executing a high temperature control for controlling the means.   When the high-temperature control means is capable of outputting the driving force required to synchronize the rotation speed of the electric motor within the range of the output limitation of the power storage means as the high temperature control, the driving shaft and the The motor is driven and controlled so that a driving force required to synchronize the rotation speed of the motor is output from the motor in a state where the connection with the rotating shaft of the motor is released, and the clutch is engaged after the synchronization. In order to control the shift transmission means so that the drive shaft and the rotating shaft of the electric motor are connected to perform a downshift, and to synchronize the rotation speed of the electric motor within the range of the output limit of the power storage means. When the necessary driving force cannot be output from the electric motor, the driving force output from the electric motor by the drive control of the drive control means is necessary for synchronizing the rotation speed of the electric motor. In a state where the connection between the drive shaft and the rotating shaft of the electric motor is released after waiting for the power to become higher than the power, the rotational speed of the electric motor is synchronized by the driving force output from the electric motor by the drive control, and 2. The power output apparatus according to claim 1, wherein said shift transmission means is controlled so as to shift downshift by connecting said drive shaft and a rotating shaft of said electric motor by engagement of said clutch after synchronization.   2. The shift time control means is means for executing the high temperature control on condition that the electric motor is driven within a predetermined low rotation speed and high torque range by the drive control of the drive control means. 2. The power output device according to 2.   The power power input / output means is connected to three axes of a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator and the drive shaft, and any two of the three shafts. 4. The power output apparatus according to claim 1, further comprising a three-axis power input / output means for inputting / outputting power to / from the remaining one shaft based on the power input / output to / from the power source.   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 4. The counter-rotor motor according to claim 1, wherein the motor is an anti-rotor motor that outputs at least a part of power from the internal combustion engine to the drive shaft by input and output of electric power and power by electromagnetic action with the two rotors. 5. Power output device.   A vehicle on which the power output device according to any one of claims 1 to 5 is mounted and travels with the drive shaft connected to an axle. An internal combustion engine, connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be independently rotatable with respect to the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power A power input / output means capable of inputting / outputting power; an electric motor capable of inputting / outputting power; and a clutch capable of connecting and disconnecting the drive shaft and the rotating shaft of the motor; By changing the shift state, the transmission stage is changed to change the gear position, the transmission means for transmitting power between the two shafts, the storage means for exchanging power with the motor, and the required driving force required for the drive shaft is set. Drive control of the internal combustion engine, the electric power drive input / output unit, and the electric motor so that the set required drive force is output to the drive shaft within the range of the output limit of the required drive force setting unit and the power storage unit Drive control means to A method of controlling a power output apparatus including,
When the temperature of the electric drive system including the electric motor is lower than a predetermined temperature, a normal time control is performed to control the shift transmission means so that the shift stage of the shift transmission means is changed by establishment of a predetermined shift condition, When the temperature of the electric drive system is equal to or higher than the predetermined temperature, wait until the drive force output from the electric motor by the drive control of the drive control means becomes equal to or higher than the drive force necessary for synchronizing the rotation speed of the electric motor. When the connection between the drive shaft and the rotation shaft of the electric motor is released, the rotational speed of the electric motor is synchronized by the driving force output from the electric motor by the drive control, and the clutch is engaged after the synchronization. A high temperature control for controlling the shift transmission means to perform a downshift with the drive shaft connected to the rotating shaft of the electric motor. Control method. A drive device mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means to drive a drive shaft,
It is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft. Power is supplied to the drive shaft and the output shaft with input and output of electric power and power. Power input / output means capable of input / output;
An electric motor capable of exchanging electric power with the power storage means and capable of inputting and outputting power;
The clutch has a clutch capable of connecting and releasing the connection between the drive shaft and the rotating shaft of the electric motor, and changes the gear position by switching the engagement state of the clutch to transmit power between both shafts. Shift transmission means;
Required driving force setting means for setting required driving force required for the drive shaft;
Drive control means for drivingly controlling the internal combustion engine, the power drive input / output means, and the electric motor so that the set required driving force is output to the drive shaft within the range of the output limit of the power storage means;
Temperature detecting means for detecting the temperature of the electric drive system including the electric motor; and when the detected temperature of the electric drive system is lower than a predetermined temperature, the shift stage of the shift transmission means is changed by establishment of a predetermined shift condition. When the detected temperature of the electric drive system is equal to or higher than the predetermined temperature, the driving force output from the electric motor is controlled by the drive control of the drive control means. The driving force output from the motor by the drive control in a state in which the connection between the driving shaft and the rotating shaft of the motor is released after waiting for the driving force to be greater than the driving force required for synchronizing the rotation speed of the motor So that the rotation speed of the electric motor is synchronized and, after the synchronization, the drive shaft and the rotation shaft of the electric motor are connected to each other by the engagement of the clutch so that the downshift is performed. And a shift speed control means for executing a high temperature control for controlling the means. It is mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means, connected to a drive shaft and connected to an output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and to input and output electric power and power. Accordingly, electric power input / output means capable of inputting / outputting power to / from the drive shaft and the output shaft, an electric motor capable of exchanging electric power with the power storage means and capable of inputting / outputting power, and the drive shaft and the electric motor Shift transmission means having a clutch that can be connected to and released from the rotating shaft and changing the gear position by switching the engagement state of the clutch, and transmitting the power between the two shafts; and the drive shaft A required driving force setting means for setting a required driving force required for the internal combustion engine and the power power so that the set required driving force is output to the drive shaft within a range of an output limit of the power storage means. Input / output means and front A method of controlling a drive unit and a drive control means for driving and controlling the electric motor,
When the temperature of the electric drive system including the electric motor is lower than a predetermined temperature, a normal time control is performed to control the shift transmission means so that the shift stage of the shift transmission means is changed by establishment of a predetermined shift condition, When the temperature of the electric drive system is equal to or higher than the predetermined temperature, wait until the drive force output from the electric motor by the drive control of the drive control means becomes equal to or higher than the drive force necessary for synchronizing the rotation speed of the electric motor. When the connection between the drive shaft and the rotation shaft of the electric motor is released, the rotational speed of the electric motor is synchronized by the driving force output from the electric motor by the drive control, and the clutch is engaged after the synchronization. The control of the driving device is characterized in that the drive shaft and the rotating shaft of the electric motor are connected to each other so that the shift transmission means is controlled so as to shift downshift. Method.

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